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THE
STREET RAILWAY
REVIEW
INDEX TO VOLUME III
1893
CHICAGO
WINDSOR & KENFIELD, PUBLISHERS
269 DEARBORN STREET
II
INDEX.
Articles marked
are illustrated. World's Fair is abreviated as "w. f."
Editorial,
Accidents 1, 63
Ambulance Cars ' 461
Ammonia Motors _. ■ 2
Attention to Possible Traffic 195
Batimore Street Crossing Ordinance. .461
Blocking Streets by House Moving. .331
Boston Rapid Transit 06, 137, 138, 267
Brakes lor Hills 624
Broadway Cable Construction 64
Bursting Boilers 680
Cable Construction in New York 459
Capital vs. Engineering Knowledge. .269
Chicago Cable Stocks 459
Convention 3, 128, 129, 534, 525
Construction in 1893 127
Connecticut Roads 61, 65
Coal Blockades 63
Coal Consumption Variation. 523
Cook's Elevated Railway 194
Credit Basis in Purchasing Supplies.. 397
Criminal Carelessness by Motormen 3
Damage Suits 65, 460
Detroit Troubles 2, 333
Economy in Power Plants 461
Elevated Electric Roads. 127, 267
Elevated vs. Underground Roads 523
Employes Request Reduced W,iges ..587
Fares for Long Rides 129
Fenders 193,459
Fires.. , 63
Financial Stringency.. 395, 524
Fly Wheel Accidents 587
Free Rides for Mail Carriers. 26!)
Gettysburg Trolley 331
" Go Ahead " Signals From Passen-
gers 678
Grade Crossings 13i), 269, 331
Induced Traffic 137
Insurance and the Trolley 63
Itemized Accounts and Records 194
Legislation 65, 137, 128
Legal Decisions 193, 331, 677
Locomotives vs. Car Motors 588
LosAngeles Cable Railway Suit 331
Maine Street Railway Association 533
Matlock Cable Opening 459
Municipal Ownership 1
Oil as a Fuel 677
Old Motors 395
Oregon City Electric Road Opening.. 397
Our Medal ..■:.. 587
Paving to T Rail ,,,,^ ..„,.128
Pennsylvania Street RailWsiy A'lS'sb-'
elation '-■If!.'- 1
Philadelphia Changes. i^i-.^. ^^'-'-'--64
Populists Electric Railroad 'Schef*ie.'.895
Power Selling by Street RaiKV^ys
-----;t^8. 139i.l0.1., 397
Promoters of Electric Eo'ads...,! i.'..267
Railroad Building in the Upjt^^
States '.'.'.',: j-— ',.•.■. 461
Rapid Transit CommiSsioir, New'Ysjrk.l
Return Circuits .■.,j,i llsi'G. 678
Separate Car Questiori ih' the Sduth
.V..o.....'i"l«"7, 396
Short Riding I'.-.L '../"..SSI
Shocks from 500 Volts!,;.'! '.'.'.'."..461
Snow Blockades '.;..„ 64
Editorial.
Speed Limitations 396
Stephenson, John, Death of 460
Steps 128
Storage Batteries in Power Stations. .128
Strikers at Toledo 3
Strikers 64, 127,194,525,679
Sugar Plantation Electric Roads 195
Sunday Cars in Toronto 395, 523
Supply Business 396
Taxation of Street Railways 66, 269
Telephone vs. Tramway 269
Three.cent Fares _63
Travel Increasing in St. Louis 64
Transportation Department at w f 267
Trailers and Economy of Power 677
Trolley in Chicago.. 679
Tug of War, " Railroad Day " w f 587
Vestibule Platform Laws.. 66
Washington Troubles 2, 193
Winter Riding in 1892-'93 65
World's Fair _
...1, 64, 193, 194, 268, 331, 395, 460, 588
Accident, A Strange 70
Accident, Deliberately Planned 516, 517
Accident, A New Kind of Invented 695
Accidents and Car Steps 161
Accidents, List of in Milwaukee 109
Accounts, A Simple System of. Suited to
Small Roads 422,432
Accounts, Standard Form For Street
Railway 718,719
Accounts, Complete Classification of
298,299,300, 301, 30J
Acme Oil Filter* 58
Acme Sash Wheel* 369
Acme Storage Battery .103
Adams' Water Tube Boiler* ....795
Advantages, Make the Most of Your 398
Advertising Your Line 398
Aetna Section Insulator* .778
Africa, Street Cars in* ..696, 697
After the Fair* 772
Air Brakes, The Christensen* 295
Aluminium Tickets* 516
Aluminium Silver 505
Always Room at the Top* 774
Ambulance, St. Louis Car* 463
American Street Railway Association —
Twelfth Annual Convention :
Introduction 590
Wednesday Morning Session. .591 to 600
Mayor's Welcome 591
President Longstreet's Address*
591 to 592
Executive Committee Report*. 592 to 595
" Power House Engines," by E. G.
Connette 596 to 599
Discussion of Connette's Paper. 599 to 600
Wednesday Afternoon 601
Wednesday Evening, Remarks by
O. T. Crosby, on " Power House
Engines" 601,602
" Best Method of Heating and Light-
Street Railway Cars," by G. F.
Greenwood .602 to 604
Discussion, " Paving to T Rail " 604
American Street Railway Association —
Twelfth Annual Convention;
"Traction and Street Railway
Trucks," by Elmer H. Sperry.604 to (iOg
" Storage Batteries in Electric Gener-
ating Stations," by C O. Mailloux*
606to613
" Direct Driven Generators," by C.J.
Field* 612 to 614
Election of Officers (portrait of H. C.
Payne) 615
The Banquet 615
Friday 616
The Local Committee 616
The Ladies Present 616
Exhibits of the Convention. 617, 618,
6S9, 060, 601, 662, 663, 664, 665, 666, 667
Delegates 676
Ammonia Motor 7
Ancient Kicker, An.. _ 555
And the Car Came Back 722
And She Felt Sorry For It 3«3
Anderson, A. A, (portrait) 338
Andrews, D. A ..364
Annual Review of the Year With Our
Advertisers 799-800 801-802-80;i
Another case of Circumstantial Evidence. 482
Another Suspender Car Scheme 155
Ansonia's, w f Exhibit* 405,406
Anthony Reckenzan (obituary) ..ilQ
Argentine's Street Railways 48r
Arrester, Discharging* ..258
As Hartford Sees Us... 563
As Usual 188
As Seen From the Dark Side 63!'
Ashland, Wis., Combined Light and
Power Station _ 17,
Association, American Exhibits at* 331
Aurora, 111., Increasing Revenue at*. 640, 641
Australasian Electric Lines 50'}
Austin Dam, Break in the* 5M
Automatic Brake Company Brake* 183
Auxilliary on Grades, An Unique* 430, 431
Awards in the Street Railway Industries
at the w f 650
B
Babcock, Charles (portrait) 407
Baggage Car on the Chattanooga Electric
Railway*. 704
Bailey, Theo. P. (portrait) 217
Baker, Judge, Decision of 103, 104
Baker Heater, The* 657
Baltimore- Washington Electric, The 164
Baltimore, Fenders in 717
Baltimore's City & Suburban Earnings 705
Baltimore, The Lord No. 2* 638, 039
Baloonisf Falls and is Saved by a Street
Railway Man 532
Ball Engine, Western Agency of 634
Ball, of Erie, w f Exhibit of* 437
Ball Engine High Speed Tandem* 180
Ball Vertical Cross Compound Engine* ..092
Ballad of the Crinoline* , 185
Barnard, W. T. (portrait) 307
Barnes, W. F. and John, Exhibit of* w f..470
Barnes Cable Car on Chicago City Rail-
way 357
Barre Sliding Railway* w f _ ..337
(^lAietlF^oiWoy-u^Vic^^
ill
Bass Engine Exhibit* w f._ > ;■
Bass, J. H. (portrait) .
Bates Machine Company, w f E^^.i^i*
■ Bay Citv Changes ._
Bean, W. Worth (portrait)
Beats Geo. Washington's Little Hatchet. Ji32
Bellinap Motor Compan}'* w f 341
Bellaire, Bridgeport & Martin's Ferry
Electric Railway* 693,694
Belt of Steel and Cotton, A* 657
Belt Builder, A Big* S69, 570
Belt, A Big* 256
Benefit Association 239
Benefit Association, The St. Louis 188
Bessbrook & Xewry Tramway* (Ireland). 478
Best Men Know It, The 180
Biggest Boiler Plant in the World* 143
Binghamton, N. Y., Increased Earnings... 36
Birthday, Our Second 9
Bishop, Harry (portrait) 211
Block Signal, A \'aluable* 4
Block Signal for Turnouts* 16
Block System, The 239
Blue Island Avenue Cable Line, Chicago,
Starting the 497
Board in Chicago, Where to 78
Bogardus, W. A. H. (portrait) 15
Boiler, Death From a Bursting* 681, 682
Bona, The Chicago* 684
"Bonding," by H. R. Keithley. (191
Boston Pivotal Trolley* 429
Bowen, M. K. (portrait) 205
Bowery, Cable Threatens the 699
Boys Stealing Rides on Cars 478, 479, 560
Bradford, H. P. (portrait) 110
Brakes for Electric Cars 639
Brake Shoe, The Safety* 655
Brake, A New Street Car* .182
Brake Problem, A Ul
Brandau Track and Wheel Brake, The*... 781
Brevities 126
Brill Factory, Improvement at 07
Bridge of Pleasant Valley Traction Com-
pany* 308,309
Bridgeport, A Syndicate for .84
Brigantine Transit Company* 566, 567
Broadway Cable, First Car 371
Broadway Cable, The* 71, 7i, 73, 74, 75, 76
Brooklyn City, New Secretary of 15
Brooklyn's Big Chimney .. 741
Brooklyn " L," The 370
Brooklyn Elevated , Lowering the Grade
on 501
Brooklyn, Fly Wheel Bursts at* 669, 670
Brooklyn City Railway's Report 704
Brooklyn Bridge Problem, A Solution 196
Brown Electric Company, The* 712
Brownell's Artistic Exhibit* 163, 409
Brush Holder, The Lyons* 258
Brush Holder, A Simple Track* 552
Brush Grinder, A Dynamo* , 555
Buckeye Engines at the Fair* 107, 475
Buckeye Engines at Convention* ...668
Buckeye Engines at w f* 107
Buffalo, Phenomenal Increase of Traffic in .91
Bullock, M. C. (portrait) 212
.Burling, W. S. (portrait) 209
Burrell, E. (portrait) 210
Bursting of a Fly Wheel* 513
Burton's Elevated Electric w f .. . ,.347
Byrns, John, Driver (portrait) 771
c
Cable Car Barns on the Chicago City
Railway 3.57
Cable Car, The First* wf 374
Cable, Under East River, Thfve. 40
Cable Railway, The Invention of*
147, 148, 149, 150
Cables Report, Chicago's 181
Cable Crossings in Chicago* 328, 329
Cable Road Switch* 624
Cable Road Brake, Maynard's* 571
Caldwell, R. F. (portrait) 377
California Rail Joint 394
Cameron, D F. (portrait) 207
Canadian Volts 308,498,619,700
Canadian Cities, Fares per Capita in 699
Candle, The Innocent and the Electric
Light 370
Canton Car Barn Conflagration 653
Capen, Geo. D. (obituary) , 391
Carried Stolen Registers 693
Carrulhers-Wain, W.J. (portrait) 550
Car Manufacturing Company, The Morse*658
Car, New Castle Combination* 553
Car Bodies, Dead Weight in 565
Car House, Watertown* .41
Car Heating, Electric* 241
Car Floors and Cleanliness 358, 359
Car Barns, Large vs. Small 83
Car Steps and Accidents 161
Car Builders of America* 392
Car Belle, A 293
Carey, P. H. (portrait) 311
Caught on the Rush Trip 49 to 54,
Ul to 116, 175 to 179, 249 to 253,
315 to 319, 379 to 383, 446 to 450, 507
to 511, 573 to 577, 643 to 647, 725 to 729
Cass Avenue Contracts 37
Cash Belts for Conductors 720
Cat Tale, A 58
Cedar Rapids & Marion Express* 433
Cedar Rapids & Marion City Railway,
Cost of Power on the* 515-510
Cellular Opestacitis 490
Cement for Steam Pipes 431
Centennial, Corliss at the 438
Center Bearing Rail* 236
Chadbourne, A. H. (portrait) 698
Chairs, the World's Fair Rolling* 377
Chapman, J. R. (portrait) 528
Charlton, B. E. (portrait) .. 539
Chattanooga Electric Railway, Baggage
Car on* 704
Cheney, F. A. (portrait) ..620
Chicago & Evanston Electric Railway 133
Chicago's Grand Central Company.. 309
Chicago City Railway, Electricity on*
33-34-35-36
Chicago* 204
Chicago Street Car Air Brake Company 10
Chicago City Railway Electric Plant* 313
Chicago Electric Club, The 57
Chicago Cable's Reports 181
Chicago City Railway's Electric Plant
and Equipment, Performance of*
685-686.687-688
Chicago City Railway Fire* 652
Chicago & Central Indiana Electric Rail-
way* 561
Chicago, Another Electric for 370
Chicago Cables Cross* ...328-329
Chicago City Railway Cuts a Melon ,S77
Chicago Day Transportation* 670-671
Chicago, Transportation in During the
World's Fair 724
Chicago & St. Louis Electric Railway*..
,. 18-19 20-254
Chimney, Brooklyn's Big 741
Chinese Cable Line, A* 95
Christenaen Air Brake, the* 295
Cinciivi^ti, Lost Car in... 87
Cinciwiati Landslide*. .501
City Loses, The... 77'i
City & South London* 5(11
Clark, J. W. (portrait) 214
Classification of Accounts 299.300-301-302
Clean' the Track* ' 803
Cleveland's Cables Consolidate , 424
Cleveland Combine, The 188
Cleanliness, Car Floors and 35.8-359
Cleminshaw, Chas. (portrait) 420
Climax Boilers at w f* 714
Coal Comsumption, Variation of in Power
Plants* 564
Coal Mines, Electric Haulage for*.. 292
Coal Production in Japan 780
Cochran, Henry (portrait) _ 393
Code, The Street Car 409
Cog Railroad, Pikes Peak* 504-505
Columbia (S. C.) Electric Railway*.. 370-377
Coldren's Combination Brake and Con-
troller* 3-27
Cold Storage Fire* 464-405
Columbus Benefit Association .709
Columbia, Pa., New Line at 85
Combination Car* 162-163
Compressed Air at Leavenworth 40
Conductor's Traffic in Tickets 434
Conductors, Where They Come From 694
Controller and Brake Combined* 327
Consolidated Car Heating Company w f
Exhibit* 277-278
Concord's Road Opens 426
Concord's Case .171
Connecticut's Competition 132
Connecticut Night Horse 239
Connelly Motor, Trial of 62
Congress, Electrical 572
Convention, The Coming .Street Railway. 526
Convention, Twelfth Annual (see Ameri-
can Street Railway Association).
Convention, Railroad Rates to 546
Continuous Rails 307
Cook, W. J. (portrait) 219
Cook's Elevated Railway* 197198-199
Cook Elevated Electric, w f Exhibit of 439
Cook, C. S. (portrait) 2L<4
Cook High Speed Elevated Exhibit w f...584
Cooney, S. A. (portrait) 373
Corby, J. F. (portrait) 218
Cosmopolites on the Intramural* 408
Cost of Power on the Cedar Rapids &
Marion City Railway 515-516
Cost of Fuel 142
Cost of Iron Ore 780
Cost of Storage and Overhead Systems 781
Coyle, John A. (portrait) 24-25
Crawford, R. C. (portrait) 206
Crimmins, John D. (portrait) 5'28
Crimmins' First Car 371
Crossing, Interlocking on the Chicago
North Shore Electric Railway*. .729-730
Grossman, T. E. (portrait) 539
Crowbar on the Intramural, A 420 •
Crowd, The Largest in the World*... 670-671
Current, Killed by the 433
Curves, New Wheels on 292
Cutter's Boulevard Street Hood* 427
Cutter, George, in Electricity Building at
w f* 473
Cutter, George (portrait) 210
D
Dam, Break in the Austin* .514
Dangers of Horse Cars 489
Davenport & Rock Island, Induced Traf-
fic* 428-439
Davis, D. W. (portrait) 213
555c%")
IV
<p/\Jwd^J^aA^/hJfJs^^^^
Day's Endless Chain Carriage* 331
Dead Weigiit in Car Bodies _56a
Dean, D. B. (portrait) 225
Deatti from a Bursting Boiler* 681-682
Delegation, A Big -..674
Denver Company's Picnic 481
Denver's Amalgamation ., 455
Denver City Cable Railway Company in
Receiver's Hands 719
Depot, Lindell, St. Louis* 46
Des Moines Appliances, Some* .424
Detroit, Persecution in 674
Devices, Some New .189
Dictionary of Technical Terms 54-121-390
Didn't Care if he was a Gripman 560
Distresses the Horses 625
Doctors Disagree 557
Dodge Manufacturing Company, w f
Exhibit of* 410
Dressel Dash Light 732
Durnin, T.J. (portrait) 549
E
Easily Moved 293
Echoes from the Trade 60 to 62, 119 to 123
182 to 185, 259 to 260, 323 to 325, 387
to 388, 456 to 458, 520 to 524, 582 to
583, 650 to 651, 735 to 738, 804.
Eclipse Exhaust Pipe Head* .555
Edison Feeder Patent.. 264
Edison's Sand 239
Edison Direct Coupled Unit at w f* 340
Editorial 743-744-745
Efficient Work, Prizes for .^247
Electricity Draws the Traffic 476
Electric Car Elevator* 713-714
Electric Light on a Chicago Cable Train. .773
Electricity Building 329
Electric Heating, Cost of 295
Electricity for the Farm* 28
Electricity Building Street Railway Ex-
hibitors in* 411
Electric Light Association 78
Electric Traction in 1850* 139-140
Electric Heating Consolidated Company ..241
Electrical Measurements I* 88-89 90-91
Electrical Measurements It 159-160
Electric Grand Stand, An 141
Electricity Building, w f* 338-389
Electricity on the Canal. 719
Electrical Congress _ 673
Electric Belts 619
Electric Locomotive at the w f* 442
Electrical Inspection Department I 619
Electrical Inspection Department II 700
Electrolysis of Water Pipes 283-284
Electrolysis More About* 364-385
Elevated Railroad Bridge at w f* 353
Elevated Railway at Liverpool* 135
Elevated Railway, Cook's Exhibit of 439
Elevated vs. Underground : Electric Trac-
tion in England 558
Elevated Electric Exhibit, The Cook High
Speed at w f 584
Elevated Railway, Cook's* 197-198-199
Elevator, An Electric Car* 713-714
Elmira Horseheads Interurban Opened 480
Elmira & Horseheads Electric Railway* ..628
Ely, H. S. (portrait) 387
English Rail Cleaner, A* 418
England, Tramway Expenses in 699
English Fare Raising 694
tngine Exhibit at w f .108
Engine, Ball's High Speed Tandem* 180
Engineering Feat, A Remarkable 501
Entirely Useless 321
Euphrat Fender, The* , 750
Eureka Tempered Copper Comyany at
wf .'.469-470
Evans, Major H. C ,... 59
Events of 1892, Leading Street Railway..
38 39
Everett, Dr. A. (portrait) 528
Excursions, Special Street Railway 496
Exhibits, w f Key to Map of 272
Exhibits, w f Map of 273
Exhaust Pipe Head, Eclipse* 555
Exhibit at w f to March 109
Express, Cedar Rapids and Marion*. 432
Experiences of a Superintendent — Part I.
By C. P. Young (portrait) 789-791
Experiments and Experiences with Light-
ning 401-402
Extensometer, An Historical 417
Fall's Rivet & Machine Company w f
Exhibit* 406-407
Fares per capita in Canadian Cities 699
Fare Register, Folger* , 123
Fare Freak, .\ 162
Fares of the Fair ..724
Farmer Electric Railway, Historical w f
Exhibit* 340 341
Farmer, Moses G. (portrait) 374
Farm, Electricity for* 28
Fenders in Baltimore 717
Ferris Wheel, Dedicating of the* .405
Ferris Wheel, The* 274
Fete Days at World's Fair 354
Fire, Cold Storage* 464-465
Fire, The Chicigo City Railway* 652
Fire, Canton 653
Fire Risks and the Trolley 680
Fire, A London* 647
Fire, The Milwaukee* 6
Fires, Power House*. .8*
Fire, North Chicago Car Barn* 741
Fireproof Construction* 365.366
Fisher, Harry C. (obituary) 391
Five Hundred and Fifty Volts, Received. 13-13
Flat Car, A Large* .118
Florida Mule, A 482
Florida's First Electric* 287-388
Fly Wheel Bursts at Brooklyn 609-670
Fly Wheel, Bursting of a (Memphis) 513
Folger Electric Gong* 59
Folger's Fare Register* 133
Foreign Facts 57-375-443-5 14-67.5-740
Ft. Wayne's Electric System. *167-I68-169-170
Ft. Wayne, Sprinkling Car at .570
Forever and Forever 166
Fowler Car Company, The New .258
Fowler Snow Sweeper, The* 760
Free List Fiend _374
French Street Railway Strike 738
Freight Car, A Neat* 367
Friction Clutches, Lake Company's* 798
'Frisco, Fun in 377
Front Vestibules at Vincennes* 773
Fuel, A New 163
Funeral, A Strange .357
Garton Arrester Discharging* 258
Gas Motors on Cars 295
Gazette, The Street Railway, Changes
Owners , 76
General Electric Soo* 393
General Electric Company at w f*
.- 378 279345-346
Genett Factory, The* 311
Genett Air Brake Exhibit at w f* 629
Genett Air Brake Exhibit at w f 343-344
Genuine Diplomat, A 766
German Iron Poles* 808
Germany, Growth of the Trolley in 700
Gettysburg Battlefield, Electric Railway
on the* 635-636-637
Gettysburg Street Railway 425
Gibbs Trolley, The* ." 433
Gilbert, E. G. (portrait) 264
Given, Wm (portrait) 85
Gondola, Transit a la, at w f* 353
Gong, Folger Electric* _59
Goodhue, Wells (portrait) 216
Gould, Jay, A Story of.. 47
Gowan's Rail Cleaner* 394
Grand Rapids Pleasure Resorts on Road*. .37
Graham's .Standard Truck* 11
Grade Climber, A* .359
Greased Trolley Wire __37
Green, F. R. (portrait) .305
Green Tandem Compound Engine* 481
Great Britain, Annual Meeting of the
Tramways Institute .500
Green Bay Power House, Historic Site of. 565
Gregg, S. K. (portrait) 215
Green Fuel Economizer at the w f*.. .348-349
Griffin Wheels, w f Exhibit of* 415
Griffith, T. B. (obituary and portrait) 518
Grip Loan Collection, A* 413-413
Grips, A w f Exhibit of* 413-413
Grip 6SS 263
Ground Plates, An Argument in Favor
of, as Against a Continuous Copper
Return l;7-118
Grounding, Plain Argument in Favor of*. 559
G round Return 389-393
Ground Return (by J. F. E.) 117-118
Ground Return 313.313
Ground Return, The
97-98-151-152-153-154-154-155
Guernsey Railway, A* 559
H
Half Fares 5-134-133-134-201
306 - 334-3 15 - 444 145 - 585-589-7 10-7 1 1-763
Hale & Kilburn's Exhibit at w f 351
Halladie, A. S. (portrait) 150
Hammond & East Chicago Railway,
Building of 173
Hand Strap, Rombauer 749
Harrison, E. H. (portrait) 311
Harrison's Syndicate yiiO
Harris Patent Anti-Friction Trolley Base. .32
Harris, N. W., & Company 310
Harris, J. H. (portrait). 319
Hasbrouck, D. B. (portrait) 630
Has a Mania 236
Hayes, J. M. (portrait) 313
Heating, Electric 363
Heater, The Baker* 657
Heaters, Cost of Operating Electric 395
Heart, A Change of 39
Healy Steam Motors, The* 707
Helm, J. W. (portrait) 206
Hieatzman Underground Trolley System*. 441
His Malady 577
Holmes, John G. (portrait) 538
Holmden, W. (portrait) 551
Hommell, G. W. (portrait) 548
Honest Editor, One 37
Hoover, P. H. (portrait) 231
Hoppes Manufacturing Company, w f
Exhibit of 435
Hot Pressed Pinion* 654
Hover, F. A. (portrait) 551
How It Happened 399
How They Read the Review. 552
Hubbard, S. B. (portrait) 287
Hunt Company, C. W., at w f.A : -'
Hurt, Joel (portrait) , ,, . . ''-".'
Hydraulic Wheel Press* jA.-.-'S'J
Ice as an Insulator ' iit)
Ice, Removing from Trolley Wire 236
tde & Sons Exhibit at w f* 517-518
Ide Engine, Chicago Agency of 432
Illuminated Sign on the Calumet* 493
Inauguration Crowds* — 2o7
Increased Earnings 36
Incandescent Lamp Decision 31
Indianapolis, Gas Accident* ._ .310
Indianapolis Situation at. _ 164
Indianapolis History 314
Indianapolis Citizen's New Officers 322
Indianapolis Railway Group* .203
Indefinite Postponement 9S
Induced TralKc* 428 439
Inducing Traffic 398
Induced Traffic 62
Induced Traffic 37
Induced Traffic -- 37
Insurance and the Trolley 85
Insurance and the Trolley 680
Insurance and Grounded Circuits. 559-560
Insurance, Grounded Circuits and 355-356
Insulation of Coils* 44 45
Insulators From the Sea* 335
Inspection Department, The Electrical I. .619
Inspection Department, The Electrical 11.700
Interlocking Grade Crossing on The
Chicago & North Shore Electric Rail-
way* 729-730
Interurban Service, New Car for* ..92-93
Interuruan, Another Large. 70
International Tramways Union 235
International Fare^Register, w f Exhibit of* 413
Intramural Railway at w £ Grounds*
21-22-23-24
Intramural at w f 279
Intramural Cars and Motors 229-230
Irish Tramway, A* 4 '8
Iron as a Conductor 572
It Was'nt Dynamite 799
J
Jackson & Sharp Company Will Build
Street Cars, The* .704-765
Jacksonville Electric Railway* 287
James Christopher (portrait) 550
Jefferson Street Power House of West
Chicago Street Railroad* 14
Jenkins, C. E. (portrait) 330
Jewett Car Company, Handsome Cars of
the* 571
Johnson Company of Johnstown at w f 531
Joint, Trolley Wire 370
Joint, Old Girder Rail as Bridge* 498
Jolly,]. K. (portrait) 694
Jones Cars at w f* 353-353
Judges in Transportation and Electricity
Departments at wf 522
Just the Point 370
K
Kansas City, Consolidation in 658
Keen, C. C. (portrait) 320
Kenfield, F. S, (portrait) 225
Kicker, A High 423
Killed by the Current 433
Killed the Goose That Layed the Golden
Egg 418
Kodaked With a Pencil 414-415
Kohlcr, G. A. W. (portrait) 209
Kohler, F. W. (portrait) 309
(^JAcctl^^aiVxiy-j^ieW'
L
Labor in Small Power Plants 502-503
LaCrosse, Rail Bonding At* 439
LaCrosse Railway Opens to Traffic .738
Laclede's Exposition Car* 570
Ladder on Wheels, A*. 738
Lafayette Electrics* 29-30-31
Lake Street Elevated of Chicago 683-684
Lake Roland Elevated, The*.. 75 1-752-753-754
Lake Roland Road 307
Lake, J. H. D. & Company 418
Lamp Patent Suit at St. Louis 321
Lamont and the Railway 425
Lamokin Cars at w f* ...383, 3-54
Lamokin Car Works 327
Lane & Bodley w f Exhibit of* 438
Latest Washington Nonsense, The 755
Launches, Electric*. - 276
Leavenworth, Pneumatic Railway 40
Leach, P. F. (portrait) -215
License for Motor men -781
Lightning in a Cable Plant 500
Light, S. P. (portrait) 552
Lightning, Some Experiments and Exper-
iences with 401-403
Light, National Electric Convention 190
Lillie's, Dr. Electric Car 139-140
Lillie Dr., (portrait) 139
Lindell Railway, Handsome Depot of the* 46
Lindell Railway Fire of* 82
Little, Hon. Samuel (portrait) 700
Littell, H. M. (portrait) 8
Liverpool Overhead Railway*. 13.5-136-137-138
London Laugh, A 700
London's Metropolitan Hades -.621
Londoners, How They Travel _. 83
London Fire, A* 647
London, City and South* 561
Longstreet, D. F. (portrait) 527
Long Trailers, Disadvantages of... 87
Long Distance Transmission. 2;')4
Long Distance Electric Railway* 18-19-20
Longwell, H. E. (portrait) 224
Lord Baltimore No. 2* 638-639
Loss, C. E. (portrait). 315
Los Angeles Consolidated Cable Rail-
way* 67 68-69
Los Angeles and Pasadena Electric 307
Los Angeles Cable Road Sold 652
Los Angeles Receiver's Report 760-766
Louderback, D. H. (portrait) 490
Louisville Changes 91
Love Electric Conduit System 17
Lowell & Suburban Street Railway, The*. 758
Lowrey, G. P. 337
Ludlow Combined Car Step and Gate*.. .642
Lunken Gate Valve* 499
Lynn, A. W. (portrait) 5-18
Lyons Brush Holder* _ 268
MAC
McAdam a Scotchman 695
McClosky, J. W. (portrait) 345
McDonald, R. T. (portrait) 79
McEwen Engine at \v f* 476
McGuire, W. A. (portrait) 319
McGuire's w f Exhibit* 404
McGuire's Bicycle Truck* .427
Mcintosh & Seymour at Jackson Park*... 474
McKeesport Railways 392
McLean, Manager, of Indianapolis,
Threatened With Assassination* 720
McTighe, T. J. (portrait) 631
M
Machinery Hall* 108
Machinery Hall , 409
V
Madison, Wis., Mules Replaced by Motors. 13
Madras , 68 1
Magnetic Pulleys 700-707
Maine's New Road (Calais & St. Stephen). 371
Maine Street Railway Association .580
Manhattan's Millions 680
Manufacture of Electric Railway Appara-
tus in England* 748-749
Mark Center Bearing Rail* 236
Marshall, Col J. Q. (portrait) 376
Married - 'i59
Massachusetts Railways. 79
Mason, A. L (portrait) .322
Mason, W. R. (portrait) ..219
Massachusetts Street Railway Association. 104
Matrimonial 59
Matlock Cable Tramway*
483-484-485.486-487 488
Maynard's Cable Road Brake*.. 571
Meaker Manufacturing Company*. 323
Mehling Car, The* 164-165
Melbourne, Tramway Affairs at .630
Melms, G.J. (portrait) ..549
Memoriam, In 57
Mertes, A,, Manufacturing Company 733
Merrill, G. B. (portrait) 335
Metropolitan Traction Changes 433
Metal Ties in Mexico 436
Middletown-Goshen Traction 781
Milwaukee Temporary Power House 15
Milwaukee Fire, The* 0
Milwaukee, Map of ..547
Milwaukee's Hotel Pfister* 453 454-455
Milwaukee Street Railway Men 548-549
Milwaukee Accidents 109
Milwaukee, Hotels in 546
Milwaukee of To day*
534-535-536-537 .538-539-540-541
Milwaukee Street Railway Companies*..
.541-543 543-544-545-546
Milwaukee, History of Rapid Transit*530-531
Milwaukee, Exhibit Space at 546
Milwaukee, The Old*...: 532-533
Minary, T.J. (portrait)... 538
Minneapolis and St. Paul, Performance of
Plants at 491492-493
Mistake, A 366
Mobile's New Rapid Transit* 730-731-732
Model Men (Orange, N.J) 6.i3-654
Montreal's Street Railway System*. .25-26-27
Morse Car Manufacturing Company 658
Mosher Lamp, The* 146-265
Mosher, J. A. (portrait) 2.'3
Motorman, An Heroic 553
Motor, Narrow Gauge* ..255
Motor Suspension, New Method of* 643
Motor Switch, Cutter's. 806
Motors, A Use for Old 421
Motor, G. E. 8oo* 393
Mt. Auburn Trolley Wheel. 705
Movable Sidewalk, The Pier 443
Moving Sidewalk, The* 517
Moving Sidewalk, The 105
Movable Sidewalk* .■.226-227-228
Moving Sidewalk, Life on the*. 718
Moving Sidewalk,The 15
Multiphase Railway Motor, Siemen's at
wf.... 473-473
Multiphase Currents for Traction Work ..174
Municipal Management in Canada 555
Munson Belting* 748
Myers, L. E. (portrait) 218
Myers, G. (portrait) - 221
N
Nagl, Chas (portrait) 206
Naval Exhibits in Transportation at w f* .347
VJ
(^W«tli\ailAVayj^ytc\/
New Castle Car Company, New Manager
of .551
New Castle Combination Car* ..553
New Wav to Get Trolley Wire, A 771
Newark and Centerville Railroad* 638
Newspaper Rapid Transit 4
New Jersey's Roads 371
New Jersey, Prospects in _ 188
New Haven & West Haven Street Rail-
way Power Honse 99-100-101
New Haven Fare Register 857
New Haven Fare Register, w f Exhibit
of* 4U
New Lines for Havana, Cuba — 77!)
News from the Cities. 683-78J-78a-78G-787-78H
New Publications,
126186-265-330 3S6-439-581-656-730
New Orleans, Opening of First Electric
in* 77-78
New Orleans News — 4
New Orleans and CarroUton Electric Line*
303-304-305
New Orleans, Electrics popular at* 173
New York, Broadway Cable* 71 to 76
New York, Broadway Cable Starting of
by Constance Cruminis*. 161
New York City Rapid Transit 771
New York, Rapid Transit in 45
New York State, Eleventh Annual Meet-
ing of the Street Railway Association
of* .' 585-630
Niagara Falls Park & River Railway*
689.690-691
Niagara, Long Distance Transmission at., 688
Noiseless Rail joint Exhibit at w f 391
Norwich, Conn. Lines Change Hands 8-
North Hudson Company Road, Officers
of 155
North Chicago Road Will Not Increase
its Stock 558
North Chicago Rapid Transit Company,
Plans of 294
North Chicago Cleans House 235
North Chicago Car Barn Fire* 741
Nugent W. W. (portrait) .._ 214
Nuttall R. D (obituary and portrait) 572
o
Oakland,jElectric Line in* 46
Oakland's Electrics Combined 489
Obituary _ — 71J3
Obstructing The Street Cars 91
Ogden City Street Railway Plant, Perfor-
mance of, 568-569
O'Hara w f Exhibit 393
Ohio State Tramway Association 637-638
Ohio State Tramway Association. 573
Oil Refiner, Ideal Steam* 254
Oil Fuel at The wf 144
Oil Filter, Acme* 58
Old Motors, A Use For 421
Omnibus Coach* 393
One of the Old Families 513
One on Solomon _ ., 313
One on Her* 87
O neida's Earnings 307
On the Grip I .140-141
On the Grip II 288
On the Grip III 367
Opening the World's Fair*. .270
Orange Mountain Cable* 371-372-373-374
Orr, C. F. (portrait) 209
Orr, C. F.,& Company 209
Our British Visitors. 550
Our Medal 587
Ouray Electric Railway 56
Overhead Material, Type G* 445
Palmer, G. E. (portrait) 216
Papers Said the People Didn't Want the
Trolley ,. 505
Parallel Coupling with Water Power 356
Paranite Displayed atwf 586
Paris Public Carriages of the Past*,.. 622-623
Parkhurst, Dr., on the Car 334
Parsons, J. B. (portrait) 206
Patents, Street Railway ._..
17-a55-330-385-452-5 12-573-654-733
Patent Office Gossip 384-451-512-578-733
Patent, How it Protects 166
Paving, A Chapter on .237-338
Paving, A Chapter on* 285-286
Paving in Europe 715
Payne, H. C. (portrait) 548
Peckham Motor, Truck & Wheel Com-
pany, w f Exhibit of* 409-110
Peckham's Improved 6 A Truck* 391
Penington, T. C. (portrait) 205
Pennsylvania Mortgage, A , 489
Pennsylvania, Decision of Court 91
Pennsylvania Street Railway Association,, 10
Pennsylvania Street Railway Association,
Second Annual Meeting of, 551-552
Peoria, Fire at* 82
Peoria Power Plant 293
Persecution in Detroit ._ 674
Performance of the Ogden City Street
Railway Plant 568
Performance of Street Railway Power
Plants (St. Paul and Minneapolis)
491-492-493
Performance of the Chicago City Rail-
way's Electric Plant and Equipment*
..." 685-686-687-088
Personals .,.7-93-94-186-293-
326-373-440-441-086-648-649-720-721-796
Philadelphia's Trolley 20
Philadelphia, New Cable Line for 84
Philadelphia Changes 314
Philadelphia Traction Companies' Plans.. 694
Philadelphia Bad Boys 693
Phillip, T P 207
Phoenix Iron Works, The* 436
Pictorial Events of the Month*
125-386-481-506-581-648-807-808
Picnic, Denver Company's — 481
Pikes Peak Cog Railroad* 504-505
Pinion, A Hot Pressed* 654
Pittsburg Combinations 434
Pleasant Valley Traction Company
Bridge* 308 309
Pleasure Resorts and Created Travel*756-7o7
Plugging Ties* 695
Polka, A Trolley 519
Police, Street Railroad. 483
Porter New Rocker Switch* 31
Portland, Me., A Good Year at 102
Portland Street Car Plunges Into an Open
Draw* 7J1
Power Plants, Performance of 491-492-493
Power House Force 560
Power Plant, A Suburban* ,. 245-246
Power, Cost of, on the Cedar Rapids &
Marion City Railway 515-516
Power Plants, Labor in Small 502-503
Postal Street Cars* 199-300
Pratt Portable Register* 311
Pratt, Geo. E. (portrait) 354
Predictions Fulfilled, Our 295
Preston, E. B. (portrait) 220
Pulleys, Magnetic •,..706-707
Purifying Steam Water* 298
Put-in-Bay & Southwestern* 293
Q
Qwf. i! the Dead...;,,,. 39-708
R
Racing's Street Railway* 130-131-132
Rails, Continuous -, ,307
Rail Bonding and the Ground Return I
97-98
Rail Bonding and the Ground Return II*
151 152-153-154.155
Rail Bond, The Chicago* 684
Rail Bonding at LaCrosse* 439
Rail Bonding 389-390-391-292
Rail Bonding, by H. R. Keithley ,.'.691
Rail Joint, An Overlapping 365
Rail Joints, Hot Riveting .',329
Rail Joints, by Joseph Anthony* 703
Rail, Old Girders as Bridge* ,...498
Rail Cleaner, Gowan's* 394
Railway in a Day, A 431
Railway Equipment Company's Section
Insulator 393
Railway Equipment Rail Bond* ... 708
Rapid Transit Idyl 247
Ran, Otto M. (portrait) 549
Ray Pulley Covering, The* .,. 778
Reading Rooms 247
Record for Hazard Cables, A 715
Recording Ammeter on the Cleveland
City Railway* 625
Reel True Story, A* 766
Reflector, American* 171
Register, New Haven Fare 257
Register, Pratt Portable* 311
Reinoehl, Judge Adolphus (obituary and
portrait) 673
Reimann, G. L. (portrait) ...,223
Removing Ice from Trolley Wire 236
Resorts, Winter ...63
Restrictions, Prohibilive 418
Return Circuits, Overhead Copper for 36'J
Return Circuits* 364-36i
Return Circuit. .,,312-:n3
Return Circuit of an Electric Street Rail-
way, The by O. M. Rau* 767-708-7iJ9
Return Circuit of Electric Railways, Re-
port of Committee on 031.632-633 634
Return Circuit, Iron as a Conductor in 572
RicviEW Has Horns, The,.. 778
Rhoads, H. R (portrait) 553
Richmond & Manchester Consolidation 189
Richardson, William (portrait) . 86
Richardson, Wm. (portrait) 527
R'gg. J- A. (portrait) 434
Roach, J. M. (portrait) .206
Robins' Life Guard, The*. 770
Robinson, M. S. (portrait) 109
Rochester Street Car Advertisement, A*,. 779
Robinson, N. W. (portrait). 213
Rochester Blaze, A 3.57
Rochester's Railway Depot G99
Roebling's Son's Company, Wire Exhibit
of at wf* 467-468
Rogers, E. P. (portrait) 221
Rolling Chairs at w f* 277
Romance, A Back Platform _ 557
Royal Electric Mail Car at Ottawa* 783
Running Board, All Steel* 314
s
Sacramento's System igi
Safety Brake for Mountain Roads, A* 4U0
Safety Gate Fastener* 770
Saleve, Water Power Electric Road at*
567-568
Salt Lake, Small Boys in 557
Sand Box, Sterling Supply Company's* ,,497
i^bicd.l?(aiWay-5\eV^
VII
Sand Dr^'ing Machine, A* 172
Sander, Vogan Bros* 571
Sandusky Receivership 031
San Diego, Street Railway in* 435
San Francisco's Consolidation Com-
pleted 683
San Francisco's Gigantic Combination 623
San Francisco, New Terminal at* 798
San Francisco, Terminal Facilities in* 553
San Francisco, History of the Market
Steel Cable at 362
Sargent, C. S. (portrait) 432
Sargent & Lundy 208
Scarrit Car Seat Exhibit at w f 3S*4
Scarrit Car Seat Company* 741
Scheme to Ride with the Birds __._ 40
Schieren, Chas. A. & Company at w f*__
350 351
Schultz, J. A.J. (portrait) 569-570
Schieren, Chas. A. Elected Mayor of
Brooklyn (portrait) 712
Sciiuttler Manufacturing Comyany, w f
Exhibit of 414
Schichau's Engines w f Exhibit 407
Scranton & Carbondale Traction Com-
pany ; 480
Scranton, New Buildings at .. 40
Scranton Carbondale Electric Railway* _
697-6ft8
Seattle, New Sale at 83
Seattle Notes 256
Searching for a Solution 190
Selling Power From Trolley Circuit. .333-334
She Talks Back ' 166
Sheffield Car Company at w f* 471-472
Sheriffs, J. A. (portrait) 223
Shield for Motormen, Acme* ...254
"Short Lap," A Talk on*... 742
Siamese Train, A 554
Sidewalk, The Moving* 517
Siemens & Halske at the Convention 668
Siemen's Multiphase Railway Motor at
w f 472-478
Singapore, An Electric Railway in* 32
Single as Against Double Motor Equip-
ment 774
Sioux City's Cable Changes Hands 623
Situation, An L of a ...431
Small Roads, Account System for 422-423
Smith, F. M., of Oakland 163
Smith, of New York* 347-348
Smith, C. H. of Scranton (portrait)* 394
Smith, Willard A. (portrait) lOB
Smith, Wm. H. (portrait) 313
Snow and Electric Cars _ 172
Some Denials _13
Something to be Proud of 356
Sorrow Turned to Joy ,162
South Chicago City Railway* ...156-157-158
South American Street Railways 336
South American Ox Cart, A* 380
South Carolina, The First Electric Rail-
way in* 376-377
South Africa, Street Cars in* 6U6 697
Span and Bracket Construction 781
.Spain, Making a Street Car in* 733-723
Spencer, Lieut. E.J. (portrait) 346
Spikes, Effect of Driving in Wooden Ties. 503
Splice, A Speedy _ 62
Sprinkler, Day's* 805
Sprinkling Car at Ft. Wayne 570
Stalwart Stack, A* 755
Stanwood .Step* 314
Standard Railway Supply Company, w f
Exhibit of 436
Standard Divider, The* 708
Station Force (Ft. Worth) 560
Standard Paint Conipany, w f Exhibit of. 417
Steps, Steel*.. 314
Steam Motor, .\ Swedish* 556
Stephenson Company's Exhibit at w f*..
477-t78
Stealing Rides on Car 478-470
Stephenson, John (portrait) ..463-463
Stenographer, The Official (T. E. Cross-
man) 529
Stealing Rides on Cars, Boys. 560
Stewart, B. F. (portrait) 224
Steam Motors, The Mealy* 707
Stever Rail Joint, The* .399
Stirling Boiler Exhibit at w f* 342
Storage Battery Trial in Chicago* 795-790
Storage Battery, The Logan 360
Storage Battery, The Acme 102
Storage Batteries Fail Again 258
Storage Battery Buckled 327
Storage Battery, Decision 461
Storage Battery Operation, Cost of, on
Second Avenue, New York* 716
Storm Vestibules in Ohio* 778
■ Strikers and the Law 103
Stromberg & Allen (portraits). 210
Strikers, Billings, J., on 305
Street Railway Law 42, 30, 191, 243, 298, 368,
419, 494, 562, 626, 70!, 761, 763
Street Car Curtains* 793
Street Sprinkling by Street Railways* 794
Street Railway Man to the Rescue 6'35
Streets in Germany 431
Street Car Advertising in New York 234
Strike at Toledo, Sequel to .110
Strike at Wheeling 188
Streator, An Intei-esting Case at 714
Street Car as a Geologist 718
Strap Handles, Wooden 256
Sturges Sleet Trolley Wheel* 78
St. Louis Street Car Ambulance* 463-464
St. Louis Mileage 719
•St. Louis, Noble Work Among the Street
Railway Employes in 709
St. Louis Quarterly Report .698
St. Clair Street Electric Line, Cleveland. .476
St. Louis, Travel in 483
St. Louis, Passenger Traffic in 84
St. Petersburg, Tramways of 361
St. Paul & Minneapolis Again 235
St. Paul and Minneapolis, Performance
of Plants at 491-492-493
Suburban Service, Largest in the World*. 335
Summer Resort Roads 773
Sunday Transportation in Toronto 624
Sunny, B. E (portrait) 317
Supplies, Street Railway in Chicago
208 to 225
Supply Men's Organization 47
Swedish Steam Motor, A* 555
Switchboards, A Sermon on 717
Switch, Adjusted Overhead* 418
Switch, A Cable Road* 624
Switch, Porter New Rocker* 31
Syndicate, The New Jersey 246
Taylor, W. (portrait 316
Taylor Truck, The Improved* 44
Taylor Truck, The New* 655
Taylor Truck Exhibited at w f 468
Tebbetts, J. S. (portrait) 224
Tertninal Facilities at Jackson Park* 230
Terminal Station at w f* 349
Tesla, Exhibit A* 410417
The Funny Star 624
They Tore Up the Tracks 757
Third Avenue Road, New Ytjrk, Main
Power Station of* 791-702
Those Absurd Curves 6'JO
Thrown up by the Sweeper.. 739
Threedy, F. L. (portrait) 200
Thurston, C. B. (portrait) 306
Tickets, Aluminum 516
Ties, Metal 358
Ties, Plugging* 695
Tiffin, Fire at* 83
Timber Test Work, U. S ..196
Toledo, Last Horse Car in 5
Toledo Tower Wagon* ly-j
Toronto, Canada Power House, Engines
in the 625
Toronto, Sunday Transportation in 624
Toronto Transfer Ticket.. 716
Tower of Light, w f* 343
Tower Wagon* 363
Tower Wagon, The Toledo*. 187
Tower Wagon on City Railway-, Knox* 797
Tower, The, on the Davenport & Rock
Island* .428-439
Traction, Comparative Resistance to 357
Traffic, Electricity Draws the ..476
Tram Car Letter Boxes in Dublin* 780
Transportation, Primitive, at w f* 347
Transportation Building, How to See the*
270-371
Transportation Building, A Stroll
Through 375-276
Transportation at World's Fair 233
Transportation for the Business District
of Chicago, by Means of Movable
Sidewalks .750
Transfers, A Few Sample* 320
Transfer Table, Day's* 321
Transfer, The Troublesome 556
Transfer Table, A Flush 653
Transfer Printer, A Time 676
Transfer Ticket, A Toronto 716
Transfer, A Novel*... 724
Track Brush Holder, A Simple* 553
Track Drainage* 430
Track Curios* 404
Tracy, L. M. (portrait) 314
Travel in St. Louis 483
Traveling Hospital, A ...806
Transmission, Long Distance, at Niagara. 689
Tramways Institute of Great Britain,
Annual Meeting ol". ,500
Tramway Expenses in England ..699
Tropical Car, A* 403
Trolley Head, R. and E.* 777
Trolley Wire Joint 370
Trolley Boy, The .81
Trolley Wheel, West End* 264
Trolley Circuit Arc Lamp*... 265
Trolley Base, Harris Anti-Friction* 33
Trolley, The Gibbs* 433
Trolley Malaria .558
Trolley Polka 519
Trolley as a Hypnotizer 490
Trolley in Egypt.. 647
Trolley, Boston Pivotal 439
Trolley Patent, Again the 280
Trolley Wire Splicer, A Threaded* 334
Trolley Wheel, The Mt. .\uburn 705
Truck, Graham's Standard* 11
Truck, Taylor Improved* 44
Truck, Manufacture of an Electric Street
Car 5B-56
Truck, McGuire's Bicycle* 437
Truck, The NewTaylor*- 055
Truck, Peckham's Improved 6 A* 391
Trucks, Curious Idea in Motor* 719
Tug-of-War Railroad Day* 639
VIII
(joiyi£d/l(\aiiM^li^Vu^
u
Underground vs. Elevated Traction in
England _ 558
Underground Trolley, Hieatzman's Sys-
tem* , 441
Underground Railways _621
Universal Brace* 777
Urbana & Champaign Electric Railway
and Its Operation, The* 775-776-777
V
Valentine,;. L 264
Valve, Lunken Gate* 499
Van Nuis and the Albert & J. M. Ander-
son Exhibit at w f* 467
Variation of Coal Consumption in Power
Plants 504
Vestibuled Platform Law in Ohio*
_. 671-072-673
Vestibule, The Vogan Brothers Adjust-
able* _ 740
Vestibule Plan, Another 704
Vestibule, A New Street Car* 36
Vogan Brotliers' Sander* 571
Vogan Brothers' Adjustable Vestibule* 740
w
Waddell-Entz Batteries in New York 716
Waddell-Entz System, The* 398-399
Wages and Profits, As to 34
Walking, How About Sunday 39
Walworth Pole Exhibit at w £ 351
Wants His Scalp 174
Washburn & Moen vv f Exhibit* 342-343
Was it a Hoodoo.' .54
Washington, D. C, Crowds* 257
Wason,C. W. (portrait) 289
Watertown, Car House at* _ ,41
Watertown Mutual Aid Society 339
Water Pipes, Electrolysis oi .283
We Pull His Teeth 36
Webster Vacuum Feed Water Heater* ...765
Welding Rail on the West End 436
Wells, Erastus (obituary) 673
West End's New President* 700
Western Bank Note Company, w f
Exhibit of 413
Westinghouse Railway Exhibit at w f* 344
Westinghouse Company, w f Switch-
board of* 280
Westinghouse, Church, Kerr & Com-
pany, w f Exhibit of* 435
Westinghouse at w f* 381-383
Westinghouse Multiphase w f Exhibit
416-417
West Chicago, Jefferson Street Power
House of 14
Wharam, Wm. (portrait)... 551
What Killed Him 558
Whale Back Christopher Columbus*. 30
Wharton Derailing Switch* 780
Wheeler, G. K. (portrait) 317
Where Horses Ride* .240
Wheels on Curves, New 393
Wheeler, Geo. H. (portrait) 304
W here Cond uctorsComeFrom 694
Whitewash, Receipt for.. 84
Whitney, Henry M. (portrait) 340
Why Paint Blisters 426
Wilcutt, Joseph L. (portrait) '.303
Will Move Mountains Yet 143
Willans Engine and Its Western Home*. .715
Will Do His Own Reviewing 708
Willams Engine and Clutch Works..: 402
Winding the Westinghouse Multipolar*. ,458
Windsor, H. H. (portrait) 235
Wood's Adjustable Pipe Bracket* 522
Worcester & Millbury Interurban 70
Worst Yet 2^9
World's Fair Notes 105-330-400
World's Fair* 143-144-145-
146-337-338-329-230-231-233-270-371-
373-373-374-375-376-277378-279-280-
381-283 403-401-405-406-407-408-4C9-
410-411-413-413-414-413-310-417-435-
430-437-438-406-467-468-409-470-471-
473-473-474-475-470-477-478 517-531-
579-580-584-586-639-650-714-715
World's Fair, Street Railway Interests
at* ...;i36-337-3;i8-
339-340-34 1 343-343-34 1-3 15-340-347-
.... 348-349-350-351-353-353-354-393 394
Y
Yerkes, C. T. (portrait) ..206
Yerkes' New Residence 439
Young, W. D. (portrait) 346
Young, T. Hackworth 238
Youngstown Railway, The* 740-747
PUBLISHCRS AND PROPRIETORS,
269 DEARBORN ST.. - - - CHICAGO.
Published on the ISth of each month.
SUBSCRIPTION, -
FOREIGN SUBSCRIPTION,
- TWO DOLLARS.
20 SHILLINGS.
Address all Commanieations and Retntttances to The Street Railway Review
2bg Dearborn Street^ Chicago.
H. H. WINDSOR. F. S. KENFIELD,
Editor. Business Manager.
CORRESPONDENCE.
We cordially invite correspondence on all subjects of interest to those engaged
in any branch of Street Railway work, and will gratefully appreciate any marked
copies of papers ornews items our street railway friends may send us, pertaining
either to companies or officers. Address:
THE STREET RAILWAY REVIEW,
269 Dearborn Street, Chicago.
Entered at the Post Office at Chicago as Seeond Class Matter.
This paper member Chicago Publishers' Association.
VOL. 3.
JANUARY, 1893.
NO. 1
BEGIN now to make your plans to visit the World's
Fair and the Street Railway Review. The
former is the event of a life-time; the latter will endeavor
to make your visit to Chicago more enjoyable.
THIS number marks the second birthday of the
Street Railway Review. We may not want
to double its size in the next two years, but shall continue
to make it intensely wide-awake and progressive.
STREET railway companies in all parts of the Union
have a bright and busy 3'ear before them. Manjr
roads will the coming season begin to realize returns from
lines intended chiefly for pleasure riding, and which were
completed too late for use last year.
AN unusual number of rare and disastrous accidents
occurred during the last week ai 1892. It seemed
as though old Father Time suddenly awoke to wasted
opportunities and endeavored at the last moment to
make a startling record. He succeeded.
THE city council of Cleveland adopted a resolution
expressing approval of municipal ownersliip of
street railways in general; but evidently .saw the error of
its ways, for a little later a franchise was granted the
cable company for rapid transit on the St. Clair line,
which has been pending many moons.
THE New York Rapid Transit Commissioners have
had their compensation fixed at $5,000 a year each
The general term of the supreme court which fixed the
salary says that the commissioners should not think that
$5,000 is an adequate return, but that "they must look to
public gratitude for their reward." We fear they will
need the Yerkes telescope.
ON December 28, last, the Pennsylvania Street Rail-
way Association was organized under the most
favorable circumstances, at Lancaster. There is much
that the state organization can accomplish which does
not come within the pro\ince of the American, and the
Review extends congratulations to the new association.
John A. Coyle, Lancaster, was elected president.
THE city council of Bloomington has just ordained
that the operation of open cars in that city must be
restricted to the months of May to October, inclusive.
There have been days in Chicago in November far more
suitable to the operation of open cars than many other
dajs in May or even June. We believe it should be left
to the companies, and that such privilege would not be
abused, to use open or closed cars according to their own
judgment.
ON another page of this issue we publish a letter from
an electrician who received upwards of 500 volts,
and, while very vigorously shocked, was at work twelve
hours later. That the full voltage was passed through
his body is unquestioned, as the accident short-circuited
the station. It is almost impossible that anything like as
severe a shock could be received from a falling wire, and
the props are now well knocked out from under the
"deadly trolley" crank.
WITH the constantl)- increasing number of supply
houses, and the desire for certain lines of business
by manufacturers who heretofore have had no interest in
street railway work, will come stronger competition.
The buyer will therefore have a wider range in which to
select, and, in some materials and appliances, lower prices.
Purchasers should not, however, allow the attractions of
extremely low bidders to overbalance their judgment of
what is most servicable combined with the necessary
wearing qualities. Repairs, not interest on first cost,
count.
THIS is pre-eminently a World's Fair year. We read
the fact not onl^- in the coin of the realm but even
in postage stamps. No one has yet read, however,
enough to convey any approachable comprehension of the
surpassing magnitude and completeness of the enterprise
No one who attends will fail to be happily surprised. It
is fitting to entitle it the event of a lifetime. We trust
every one of our readers will make it possible to attend.
In the meantime the RevIew will keep you fully posted
as to what is being done at the point of interest, on which
the eyes of all the world are centered.
THE obstructionist mayor of Detroit, Mayor Pingree,
recently undertook to give an extra turn of the
thumb-screws and proposed to enact a tax on the free
list of the Citizens' railway. As the aforesaid free list was
composed of the city officials and their satellites this pro-
posed assessment was a case of plucking live feathers
from the goose. General Manager Hawks was equal
to the emergency, however, and instantly revoked all
passes except the company's own employes. He has
since lifted the ban from the fire and police department,
but the city dads are doing penance, and find even the
excellent streets of Detroit a hard Jordan to travel on foot
these cool days.
ABOUT once in so often the old anhj'drous ammonia
motor is heard, or rather smelled of in a new part
of the country. It is to be noted that, in all its travels
during the past fifteen years, it is the same old anhydrous
though usually bobbing up in a different suit of clothes,
and never twice in the same place. If we had all the
good money that has been squandered on ammonia motors
we would have — well, enough to start a small syndicate.
There has been as much humbug in the various chemical
motors which have been sprung on the railway frater-
nity as in the fallacious car starter. Cars can be run by
anhydrous ammonia, and caustic soda, and a long list of
other gentle stimulants; they can be made to carr)-
people; and so can balloons and ox carts, but none of
them are commercially practical. They afford gigantic
illustrations of what every student has seen in the physi-
cal laboratory, with all out doors for a class room and the
whole public as spectators; and it all is very wonderful
and very expensive and very rank of smell. But no
chemical power at present known to man affords a suita-
ble motive force for the operation of street cars.
THE linemen of Toledo, fearful lest an ill-timed strike
on their part should fail in its purpose, maliciously
cut the electric light and electric railway wires, and on
Christmas eve the city was plunged in darkness and
deprived, to a large extent, of street car service. The
demands for higher wages and the limiting of the number
of apprentices to one apprentice to every five men, were
made by the union and not by the employes direct to their
respective companies. Such acts of vandalism are as
reprehensible as they are unwarranted, and at the start
the strikers deprived themselves of any sympathy which
otherwise might have existed. The trouble arose from
the national union, which learned that lower wages pre-
vailed in Toledo for this work than in some other cities.
Wages in San Francisco, New Orleans and New York
have nothing to do with the basis of wages in Toledo.
To be consistent the union should furnish this class of
labor as cheaply in Montana as in Maine, if Toledo wages
are to be based on some other place. No thanks are
due the strikers that loss of life did not result from the
cut light wires. A person who cuts wires which do not
belong to him should be as promptly sent to the peniten-
tiary as the manager of a company who for some griev-
ance, real or imagined against his men, should destroy
part or whole of the house and furniture in which the
employe lives.
AS a rule, we believe, the street railways generally
make a good selection in the choice of their men,
and that these men endeavor to perform their duties in
an earnest and sincere manner. To the most experienced
and careful will sometimes come accidents in spite of all
the watchfulness possible. There are many accidents
which the victims actuallj' force upon a company and for
which their own personal negligence is to blame. On
the other hand there occasionally creep into the ranks
men who either are naturally careless of danger them-
selves, and expect others to be the same, or who allow
themselves to become indifferent and so heedless of pos-
sible consequences, until they are suddenly awakened by
some terrible fatality.
While not detracting in the least from what we believe
to be the burden of caution resting upon the public, there
can be no doubt that employes, where the evidence con-
clusively proves criminal and inexcusable carelessness,
should be amenable to higher powers than the mere dis-
missal by the company's superintendent. Human life is
invaluable and every reasonable precaution should be
taken to protect it
The foregoing is suggested by the recent sentence to
one year at hard labor of one of the motormen of the
Citizens' road, Memphis. So unusual is the case and so
pointed are the comments of the Memphis Avalanche, we
are impelled to quote the following from a recent editor-
ial. Under the title of " Criminal Carelessness," it says:
The sentence of Motorman Stevens of the Citizens' Street Railway
Company to one year at Iiard labor in the fetate's prison, because of crim-
inal negligence in killing Joseph Thompson, while operating his car,
affords an example which should be heeded by all persons engaged in
employments which invoh-e the care of lives of others. It is rare that
convictions have been attained in such cases, and the Stevens case fur-
nishes a precedent, if the verdict and Judge OuBose's instructions shall
be sustained by the Supreme Court, which will be of important effect
everywhere. The only recourse the public had iii the case was to arrest
and punish Stevens. A civil suit for damages might have been brought
against the company by the heirs of Thompson. But that would have
been a matter of private concern. The company laid no duty upon
Stevens which he could not have fulfilled without endangering human
life. Stevens merelv forgot himself. He had never hurt any one, and,
therefore, he grew careless and took chances. There was, of course, no
malicious intent. Tiie verdict was in line with right public policv.
Stevens, of course, is entitled to some sympathy, and the public would
not complain if he should be pardoned. It is sufficient for the public
interest that it has at last been shown that the courts are ready to pun.
ish those wno are guilty of criminal carelessness. It will make life more
safe on our streets and railroads. Employes who are charged with trusts
that include a watchful regard for human life that may be iinperilled by
their own recklessness or by too exact observance of carelessly given
orders from their superiors, should find in the verdict a warning not to
be ignored. It is well from everv point that the importance of the statute
has been emphasized. It was rapidly growing obsolete and Judge
DuBose's charge should be studiously read by all persons who have
responsibilities like those with which Stevens was entrusted.
AS a novel feature of the next convention at Milwau-
kee, General Manager Payne has suggested to the
executive committee, that instead of the stereotyped ban-
quet, one of the palace steamers of the Goodrich line,
plying between Milwaukee and Chicago, be chartered.
%l*^^*^t^
The vessel could leave Milwaukee late in the evening,
say lo to 12 o'clock, and be at her dock at the World's
Fair Grounds at daylight. After spending the whole
day at the Fair, the return trip would again be made at
night. The steamers are among the largest and finest
on the lakes, and the trip would afford a delightful trip
b}^ water. We heartily endorse the plan, but agree
with Mr. Pavne, the date of the meeting should be made
a little earlier on this and other accounts.
AS TO WAGES AND PROFITS.
THE people who constitute the public, in Washington,
D. C, — that is, the minority who are left after sub-
tracting the honorables and others who do not breathe
plebeian air, and who consider themselves above riding in
a street car except on passes, constitute the prize "Kick-
ers"of all the great family, who from Atlantic to Pacific
take up their favorite exercise at earlj' dawn and continue
the exhibition far into the hours of darkness. We think
we have discovered the special objects of the Vander-
biltian anathema. Only a short time ago these people
complained because there was no place of shelter at the
end of the line in which to wait for a car. Then the
companj^ changed its schedule and held a train at the ter-
minus until the next one came up to relieve it. As every
street railway man knows, this means one full train and
all its crew lying idle throughout the entire operating da}';
which means extra expense to the company. In most
cities a grateful and intelligent public would have appre-
ciated this endeavor on the part of the company. But
not so in Washington. The inoffensive cars at once
became a scandal, "occupying the streets to the detriment
of the business interests of a large number of its citizens."
Kickers addressed open abusive letters to ''honorable
senators," one of whom promises the public and threatens
the company with a bill ''to prevent the occupancy of
streets by other than moving cars." Doubtless if ter-
minal cars were kept revolving on a turn table, or raised
and lowered on some kind of a gigantic see-saw, they
might evade the bill and still claim to be the necessary
"moving cars." The people of "the states" have always
been told there was an overstock of fools in Washington,
but it was hardly suspected the contagion had spread to
such an extent. The street car companies of Washington
deserve the sympathy of all the brethren. In no city in
the country do street railways have as much of ignorance
of street railway necessities, and the law-making powers,
to contend with. There are no better roads in the United
States than in the Capital City; their managers stand
high in the American Street Railway Association as men
of abilitj- and experience; equipment is good; speed all
that can be asked; employes carefully selected. Not-
withstanding all this the roads are a perpetual target of
abuse and vindictive legislation. The secret of it all lies
in the fact that the railways of Washington are so subject
to governmental control. The lesson is easily read as to
what municipal control of street railways would create.
The "honorable senator" better make a requisition on St.
Peter for an equipment of golden chariots — roller bear-
ings and buffet vestibules being specified.
THE employes of the West End Street Railway
Company, a corporation which operates exten-
sive lines through Cambridge and other suburbs
lying west of the city of Boston, have asked for an increase
of pay. The case is such a thoroughly typical one that
it is worth some attention.
The employes do not urge with any particular stress
the argument that they are not now reasonably well paid,
they say they have made an analysis of the income and
outgo of the company; and as a result they are convinced
that the company is earning unduly large dividends.
The position of the employes is that the company should
therefore divide these profits with them. Accordingly
the demand is for higher pay and i educed hours of work.
In this matter several important considerations are to
be taken into the account. In the first place the West End
Street Railway has made a financial statement proving
that its income is no more than is needed to pay its regu-
lar rates of dividend and interest. The company has
within the last few years gone to great expense in doing
away with horses and putting in an elaborate system of
electric power. To meet this outlay there was a corres-
ponding increase of capital upon which dividends must
be paid. Consequently a much larger income is needed
than before.
Yet, even were the company earning more than enough
to meet its fixed charges, the employes have no right to
assume that they are entitled to the excess. There is no
special reason for granting them increased wages or
reduced hours of work, so long as the company can hire
all the men it wants at less wages than those now given.
One fact to be remembered in connection with this
subject is that the street railway companies are not now
in the position which they occupied ten or fifteen years
ago. Then horses were used almost everywhere, and
changes in motive power were not contingencies for which
it was necessary to save much money. To-day, on the
other hand, the liability is that almost any morning the man-
ager may wake up to learn that during the night some one
has discovered an improvement in electric railway appli-
ances which renders some part of his equipment obsolete.
In order to furnish the best obtainable to the patrons of
the road he is forced to incur enormous expenditures,
and suffer perhaps a total loss on what was until that time
the best in the market. So rapid have been the improve-
ments marking the past three years of electric railway
metamorphosis that many roads have actually thrown out
more than they have worn out. While it is fair to pre-
sume this danger is on the decrease, no inteligent man
would for a moment consider the liability as removed.
Accidents to horse-stock could be very closely antici-
pated, and with the exception of severe epidemics which
have appeared only at long intervals, such losses were
evenly distributed throughout the year.
In the electric plant the burning out of a single arma-
ture may involve a loss of two thousand dollars in a frac-
tion of a second.
An electric railwaj' power station is a small exposition
of delicate and costly machinery.
As soon as better appliances are invented the West
End Company, as well as most of the others in this coun-
try, will be forced bj' public opinion, if not by the instinct
of self preservation, to adopt them. The change will
mean a considerable loss for which the companies should
be now making some preparation. In other words, there
is a rainy daj^ a head for which it would be wise to save
something, to say nothing of necessarj' renewals from
wear.
Still another view of the case is brought forward by the
Boston Herald, which, in commenting on the demand
upon the West End road, begs the employes to remember
that, leaving aside the necessities of the corporation, the
public is entitled to some share of e.xcessive profits. The
public grants the railway a monopoly of the streets.
While the employes argue that the company is not enti-
tled to surplus profits, and that the extra money should
go to the employes, the truth of the matter is that the
employes are no more entitled to excessive wages than
the company to excessive profits. A companjr which re-
ceives a franchise from the community is in turn bonud by
an obligation to the community.
If it earns excessive profits, the public and not already
full)' paid employes, should receive the benefit, and this in
the form of an improved and increased service. Fran-
chises are not granted nor roads built to merely afford
wage earning opportunities to employes. Roads are
built to serve the pubhc, of which the company's em-
ployes constitute a very small part. Employes are enti-
tled to what their work is worth; after this, if a road
reaches a point where profits are "excessive" the obliga-
tion immediately arises to improve its service.
When that time comes companies have it largely in
their own power to create the public sentiment they wil
have to meet.
The sum of the matter is, then, that the public should no
more countenance a street railway company in paying
employes excessive wages than in exacting excessive
profits.
NEWSPAPER RAPID TRANSIT.
THE exceedingly dismal failure of the gigantic
scheme to furnish the city of New York with
rapid transit should be an object lesson to three
classes of people, namely, the secular press, the political
economist and the recalcitrant citizen known commonly
as the kicker. The general progress of the great object
to be attained has been retarded two years at least.
Eminent men and true, first-class engineers and the best
lethal talent have failed to do what one single every -day
capitalist with common sense could have done in half the
time.
The wildly delirious joy which welcomed the rapid
transit scheme is best illustrated by a few excerpts from
the Tribune, Mail and Express, Times, and Post, who
hailed the scheme in these words:
"The franchise will be one of the most valuable railroad franchises in
the world. The travel in that great artery of the metropolis will be
enormous as soon as the road is open, and it will increase steadily and
rapidlv. Look at the vearly increase on the elevated roads, and remem-
ber that the new ro.id is to be the great popular line for a fast growing
city."
"The proposed system is immediately feasible from a financial point of
view. The probable cost of construction and equipment falls within
moderate limits, and hence the project appeals to men of prudence and
stability, instead of to visionaries. There will not be the slightest diffi-
culty in enlisting capital in the undertaking. There is likely to be a
livelier competition for tlie franchise than the best interests of the cil^'
require."
"The road will cost a great deal of money, but so will any road that
shall adequately meet the need. As it is certain to pay good dividends
upon a heavy in\estment, its cost will be no barrier to its early comple-
tion. There i.^ capital in plenty eager for an investment so siu'ely profit-
able."
"No railroad was ever planned anywhere on the face of the globe that
presented such attractions to capital. Never since Stephenson laid his
first rails from Stockton to Darlington has any road been surveyed that
promised to gather half as much traffic per mile."
The sequel of one bid, and that refused, tells the whole
tale. Let rapid transit men provide rapid transit; let the
engineers engineer and the preachers, teachers and school
children attend strictly to business.
The mora! also is pertinent that when cities undertake
to engage in the planning of intramural transportation
they are out of their proper sphere. How much more,
then, would they be in the vastly increased responsibility
of owning and operating.
The public are better provided for with street railway
lines in the hands of corporations than it could possibly
be under municipal control.
NEW ORLEANS NEWS.
E\'ERVI}ODY and everybody's smartest agent is
now looking southward to New Orle--"-- .where
the biggest orders since the Brooklj-n equipment
of last year, will be distributed during the last of this
month or the first of next. It is pretty well understood
that the General Electric has the first say as to equip-
ment in their Imes. The New Orleans manager will be
H. M. Littell, of Cincinnati, while M. Hart, of New
Orleans, will hold some high oflSce, perhaps be president.
A VALUABLE BLOCK SIGNAL.
A\'ERY simple yet effective system for operating
cars on single track, where it is impossible to see
from one turnout to the next has been devised
and put in successful operation by Mr. Ramsey, of the
Pleasant Valley road, Allegheny. The illustrated descrip-
tion on another page will prove useful for adoption or
modification on many single track lines which have exper-
ienced the same difficulty which gave rise to the adoption
of the system mentioned.
The Buda Pesth Electric has been sold by Siemens
& Halske to the Anglo-Austrian bank there for 3,000,-
000 florins. The great confidence shown by such con-
servative capitalists augurs well for the financial success
of like undertakings elsewhere in Europe.
HALF FARES.
Interesting Facts from all Parts of the Country
Boiled down for Busy Readers.
mayor promptly resigned, but the city fathers sensibly
refused to accept it, and again all is quiet on the Potomac.
St. Paul citv council have fi.xed speed limit at lo and
12 miles an hour.
The product of the St. Louis street car factories for
1892 was nearly $5iOOO''^0'-'-
Official.s of the Kansas City Cable, and reported
buyers, both deny the sale of that property.
Winnipeg street railways are indulging in a rate-cut,
and passengers now ride twelve times for 25 cents.
The Columbus, O., railway gave 350 turkeys to the
married employes and $200 in mone)- to other of its men,
on Christmas.
The Appleton street line, Springfield, Mass., has a
tower car in place of a tower wagon, and it issaid to greath-
facilitate repairs.
Wages have been raised 1 1 per cent on the South
Covington & Cincinnati road, conductors and motormen
now receiving $2 per day.
Kans.^s Citv is besieged with a com]iressed air scheme.
The Kansas City Cable Company has received 7,000 feet
of cable from Leeds, England.
When President Yerkes is in New York he keeps in
constant touch with his Chicago offices of the North Side
and West Side roads by the use of the long distance
telephone.
President Lewis, of the Brooklyn City Railway has
renewed his contract with the Knights of Labor for 1893,
conductors and dri\ers receiving $2, and stablemen
$1.75 per day.
The divorced wife of M. Clemenceau, who recently
indulged in a little harmless target practice, is visiting her
uncle, James Sticknor, president of the West End Electric,
Rockford, 111.
In Denver, a tobacco spitting passenger was offered
his choice of desisting or leaving the car. He got off and
•so did five shots from his re\olver, which narrowly missed
the conductor and passengers.
A FEW days before the big fire General Manager Payne
was hauled over the coals for a little smudge caused by
one of his power-house .stacks; but when he made $250,-
000 worth of smoke and trouble tiiere wasn't a word said
about the smoke nuisance.
The Mayor of Racine, Wis., is interested in the street
railway there. Somebody conceived the idea that while
either in itself was all right, to be both was sinful. The
The Wheeless system of underground electric railway
which many papers are publishing as nearly completed
in Washington, D. C, and which the promoters maintain
will be in operation the 20th of this month, has not
been commenced, and the opening seems a long way off.
A CAR on Soho Hill, at Pittsburg, refused to obey the
brake and reversing handle, and went coasting on its own
account. Snow on the track was the cause. Most of the
passengers got off. The car jumped the track after
smashing two wagons, and was finally stopped by a heavy
telegraph pole, which was snapped like a pipe-stem.
The annual report of the Postmaster General gives
very favorable results as to the use of house collec-
tion buxes in cities. Money order offices were increased
two-thirds during the year, and sixteen and three-fourths
million miles of railroad travel added. The deficit was re-
duced a million dollars and 2,790 new offices established.
THE LAST HORSE CAR IN TOLEDO.
IT may not be apparent to the careless observer that
Manager Albion E. Lang, of Toledo, is possessed
of sentiment and poetry in a high degree. But
such is the case. His poetic nature finds a channel in
deeds rather than words, as the following incident will
show.
Eleven or twelve years ago Mr. Lang purchased of its
original owners a strip of strap rail and a few dilapidated
cars, known as the Dorr street line.
After j'ears of patient labor the Toledo Consolidated
has been brought to its present perfection, and the last
line to come into the fold of electric traction was the Dorr
street line. On the last day of 1892, however, Mr. Lang
was notified that the line was finished and Mr. Lang
indulged the sentiment above referred to. So, equipped
as motor man, the manager ran the first car over the line
amid the cheers of the citizens and the waving of hand-
kerchiefs.
Upon his return to the office Mr. Lang thought of
more sentiment and put it into execution. Therefore the
old horse car was run onto the tracks, and Mr. Lang as
driver took the reins of the midright car, and while 1892
flitted away and the dreary midnight bells tolled the death
of the old year, the last horse of the last horse line made
its farewell appearance in Toledo.
THE MILWAUKEE FIRE.
A PILE of formless brick, a few jaggecj pieces of
wall and heaps of warped and twisted trucks
were all that the flames left of the Kinnickinnic
avenue barns of the Milwaukee Consolidated, on the
morning of December 28.
The magnificent car barns and well equipped shops of
the Villard syndicate were brought to their highest per-
fection in the Kinnickinnic plant, which structure had
been finished but a short time. The building was an
immense structure, 270 feet long and extending 204 feet
deep, of solid brick, two stories high and most substan-
tially built. The car barns proper cost $35,000, while
the new shops were worth $30,000, besides machinery
tion discredit this theory, which is supported by the end-
less accounts of fires in Milwaukee for three months past.
The lo;s sustained is hard to estimate, but it undoubt-
edly lies between $250,000 and $300,000. Nothing
was saved and the fire burned itself out. The insurance
will cover the greater part of the loss. Immediate
preparations were made by the energetic management
for a new plant.
The English custom of leaving luggage on the plat-
form with the conductor has given rise to some trouble
as to liability of the compan}' in case of loss. A recent
decision against the compan}- was caused by the fact that
the company's rules require large baggage to be left on
the platform.
RUINS OF THE KINNICKINNIC AVENUE C.\R HOUSE, MILWAUKEE.
costing close to $70,000. A temporary power plant,
which was in process of building at the Dutcher Stove
Works adjoining, was not touched, and except for a few
supplies suffered no interruption.
THE FIRE
began, according to the statements of the watchman, with
an explosion in an owl car which was brought in about i
o'clock. The flames rapidly spread, and before the car
could be removed or help summoned the flames were
running from one car to another along the line of stored
cars. One hundred and four cars in the building were
destroyed, which is nearly half the equipment of the road.
One hundred and twenty-seven motors were lost.
Manager Lynn believes the fire to have been of incen-
diary origin, while the police department in self protec-
BAY CITY CHANGES.
A PHILADELPHIA syndicate represented by W.
B. McKinley, of Chicago, has purchased the
roads of Bay City and West Bay City, Mich.
This is the same syndicate that operates the lines at
Buffalo, Rochester, Indianapolis, and other places. West
Bay City is already equipped with electricity, and the
syndicate will at once install the same at Bay City, mak-
ing in all, about 20 miles of road so operated. The sta-
tion now operated by a 200 horse-power, Allis engine
and Westinghouse generator, will have two more similar
units added. As two of the units will operate the station,
the reserve is 50 per cent. Eighteen new 50 horse-power
motor equipments will be put on at first, and the service
greatly improved in various ways.
PERSONALS.
S. Dana Green, with John Krensi and other officials
of the General Electric, made a December visit to the
World's Fair city.
H. C. Thom, chairman of the Republican state central
committee of Wisconsin, has been made secretary of the
Four Lakes Power & Lighting Company.
A. BAiiTi.ETT, superintendent, Syracuse, N.Y., consoli-
dated, has resigned, and will remove to California. Mr.
Bartlett has been in street railway work upwards of thirty
years.
A. B. Peavey has resigned as superintendent of the
Siou.x City Street Railway, and will enter business for
himself. His successor i.s L B. Walker, who has been
electrician of the road since its electric installation.
J. H. Allen, advertising manager, of Dixie, Atlanta,
displayed a beaming countenance, the result of recent
CoL. John Scullin, of St. Louis, is another rising man
in rapid transit circles. His latest acquisition of the Ben-
ton Bellefountaine road, and the consolidation with the
Union Depot and the Mound City Lines, will make him
one of the largest street railway owners in the west.
Leo Daft, whose name is such a familiar one in elec-
tric railway circles, favored the Review with a most
delightful call during his recent brief visit to Chicago.
With a view to benefiting his family's health, Mr. Daft
a few months ago took up a temporary residence on Puget
Sound, and has already become largely interested in a
new street railway and light plant at Everett, Wash., and
in numerous valuable mining enterprises, which bid fair
to make him one of the bonanza kings.
An inquiry made by Major General Hutchinson into
the condition of the Highgate, England, Cable Tramway
resulted in an order to shut down the works until repairs
could be made.
SCENES OF THE KINNICKINNIC AVENUE CAR BARN FIRE, MILWAUKEE.
triumphs while in Chicago in the interest of his journal;
the December souvenir number of which was very fine.
McMAHON'S ammonia MOTOR.
L. M. Collins, of the New York office, of the Electri-
cal Engineer, becomes western editor and manager, with
headquarters in Chicago. Mr. Collins is well known to
the electrical fraternity of the west, and the Review
wishes him success.
L. M. Hart, New York, business manager of the new-
consolidated publications, under the new name of Heating
and Ventilation, called upon us a few days ago. He is
meeting with good success, and under his management
the paper is sure to prosper.
H. Forman Collins, who, as western editor and
manager of the Electrical Engineer, has made so many
friends and so marked a success, has resigned to accept
the position of business manager of the Western Elec-
trician. We sincerely wish for Mr. Collins in his new
relation all the success the increased scope offers.
THE McMahon ammonia motor is being again
exploited, this time on the Twenty-eight street
line in New York. The anhydrous ammonia is
obtained by evaporation from aqueous ammonia 120"^ F.
It is then put into a tank on the car at a pressure of 80
pounds. The motor is run from this tank and the
exhaust delivered into a weak solution of aqueous ammonia
carried on the car. The claims made resemble perpetual
motion. The outside cost for operating the ammonia
motor is to be 7.68 cents a car mile, and the cost of a
fifty car plant $25,000 as against $250,000 for the electric.
The latent heat of the aqua ammonia carried on the car is
to furnish force enough to keep the gas tank sufficiently
warm to furnish force to run the car after the common
every day energy is all gone.
One advantage possessed by no other motor lies in
the fact that, when the proverbial old lady faints on the
car, the conductor can instantly turn a hose of liquid
melling salts on the patients.
H. M. LITTELL.
DECEMBER'S DIRE DOINGS.
NEVER honor came more deserved than that
which made H. M. Littell, of the Mt. Auburn
road of Cincinnati, manager of the recently con-
sohdated New Orleans lines.
In selecting a man for this pi\otal position there are
enough requirements demanded to make the most experi-
enced manager quake, and enough hard problems to
solve to wrinkle up the smoothest brow into a map of
County Clare. In the first place, the New Orleans lines
will have to be completely reorganized, from groom to
master mechanic, and the winnowing out of incompetent
and uneducated workers will fall mainlj' upon the man-
ager. Then, too. there is a great big public in New
Orleans, not any better or
any worse than in other
places, but all completely
ignorant of the advantages
of rapid transit, and made
aware of electric traction
only b}' the vapid musings
of some country editors
down in New York City.
These good people will have
to be educated to the neces-
sary degree of intelligence,
and great patience and tact
is another requisite of the
manager.
These are some of the
considerations by virtue of
which Mr. Littell has been
chosen.
It was four years ago
since the affairs of the Mt.
Auburn Inclined Plane and
Street Railway Company
began to look for a Moses
to take them out of the land
of deficits, and later there
arrived a handsome young
man who was introduced as
H. M. Littell, the new man-
ager. Under Mr. Littell's „. «
management the road was
electrified, heavy girder rail laid, and improved inclined
plane carriages made, together with e.xtensions and
improvements which have made new territory, won the
public approbation and paid dividends. Stock that was
bought at five cents on the dollar is now worth ninety-
five. This Mr. Littell has been the means of doing.
Previously he was manager of the St. Paul roads.
Personally Mr. Littell is affable, a great favorite in
society, and a leader in many benevolent and social enter-
prises, and for him we predict success in direct proportion
to his great opportunities in New Orleans, the citizens of
which city will find in him a broad-gauged, liberal man
of strong executive ability.
A"
N unusual number of fatal and peculiar accidents
occurred in various parts of the country during
the last few days of December.
In Chicago, John Nelson, driver of a horse car on the
West Chicago road, managed to stop his car, but the run-
away team dragged him over the dash and some distance
along the stone pavement, causing injuries from which he
died in a few hours.
A lad}' passenger on the North Side cable entered a
car dragging a piece of telegraph wire, one end of which
was wound around her leg, the other fastened to a large
coil of the wire at a pole. It was not discovered until the
car started, when the unfortunate woman was suddenly
jerked through the door,
striking the dash, and before
the car could be stopped had
most of the flesh stripped
from the bone and she was
otherwise injured. The
accident has no parallel, so
far as we can learn.
At Boston, the Everett
power house of the West
End road was wholly des-
troyed by fire, in which four
employes lost their lives.
At Milwaukee, the Kinnic-
kinnic car house and machine
shops of the Milwaukee
Street Railway were burned
at 2 o'clock on the morning
of December 28, 1892. Loss,
$300,000.
At Minneapolis, a crowd-
ed car was run down by a
Great Northern switch en-
gine and many injured, on
December 24.
On December 29, as a
horse car of the Forty-
seventh street line of the
Chicago City Railway was
^j-LL. crossing the tracks of the
Pennsylvania railroad, a con-
struction train running at high speed ran down the car,
and four persons were killed. The accident occurred
very early in the morning, before light, and the blame
seems to rest on the gate tender, who was warming
himself in a shanty near by, and the failure of the train
crew to display proper headlights.
At Seattle, the day before Christmas, an electric car
jumped the track, plunged into the bay, and sank. All
were rescued, one passenger is probabl_v fatally injured.
The iron supports of the new power house of the Bal-
timore City Passenger Railway, now building, gave way
and the roof fell in, injuring eleven workmen, one of
whom will die,
OUR SECOND BIRTHDAY.
At the Age of Two Years the "Street Railway Review" Enjoys Prosperity and Prestage Rarely Obtained
in Ten— An Ever Increasing Success— Its Columns Read and Quoted all over the World —
Again Forced to Seek Larger Quarters.
WE, that is the Street Railway Review,
are two years old. True, two years are
not man)% yet two ytars were sufficient to
develop the magazine 3'ou hold in your
hand from a purpose known only to its publishers, to
what it is, the leading journal in the world devoted to
street railway interests. In two years the anxieties (!) in
certain quarters, that the Review would not hold out
have been entirely dissipated: in two years the Review
has won a foremost place among the thousands of publi-
cations which fill the land; in two 3'ears it has become
a gladl}- welcomed visitor to every street railway office
on the continent, and is on the select hst of the hmited
number of periodicals read by railway presidents, direc-
tors, managers and stock holders, whose interests are
large and whose time is valuable.
The world moves and so does the Street Railway
Review, not because it does not promptly pay its rent,
but because its rapidly developing interests have con-
stantly required more room. For the third time in two
years we have outgrown our quarters, and so last month
took up our present abode, with ample accommodations
for every department of our work. With a special view
to taking care of all the street railway people who will
visit our city during the Fair, we have secured ample
room for pleasant reception quarters, opening into our
business offices; while the location could not be better
chosen, the Post Office and two leading hotels being
within one block, and central to all railroad depots. We
thus early extend an invitation to all our friends to make
the Review office headquarters when visiting the citj'.
OUR circulation
while surprisingly large from the start, has rapidly and
steadily grown each month until we now have a larger
number of readers than any other journal devoted to
street railwaj' interests. Considering the size, character
and quality of the Review, our subscription price is the
lowest of any technical paper published, and while our
readers generously urge us to increase the annual dues,
we have always believed in, and worked along a broad-
gauge policy.
the advertising pages
of any paper at once indicate what manufacturers think
of it, and the well-filled columns of this department are a
gratifying endorsement of a " two-year old." Our record
shows an increase for every month over the preceeding
month, while the advertisements carried are those of lead-
ing concerns.
Our well-known policy in uniform rates, has never
been deviated from in a single instance and has won the
.respect of business men. We have but one price, and
that the same to all. An offer of one dollar less than
established rates would be no greater temptation than one
hundred dollars. We are aware that comparatively few
publications adhere to this policy, although no reputable
publisher will, for a moment, take advantage of one
advertiser and charge him more for a given space than is
paid by any other advertiser using an equally good loca-
tion. It is not only an unbusiness like procedure, but
positively dishonest.
OUR engraving department
has been largely increased and improved during the past
3'ear, andthe quality of our illustrations place, them among
the finest put in print. In this, as in the feature of press
work and paper, no expense is spared to secure the best
for the purpose, which can be obtained. The Review
has now a special photographer in almost every city on
the continent, and within a few hours a telegram brings
any desired view for illustrating, which may be of inter-
est or value to our readers.
the editorial force
has been doubled and includes carefully trained and intel-
ligent writers. Their work speaks for itself. In addi-
tion several hundred correspondents scattered all over the
continent and in foreign lands enable us to secure reliable
and interesting information from authentic sources. Our
department devoted to
street railway law
furnishes each month a digest of decisions in higher courts,
and is edited by a leading attorney of Chicago, who for
years has made a special study of street railway cases.
The first few fines of each report epitomize what is elab-
orated below, making a perusal of the entire digest un-
necessary.
our daily edition.
For several months past the Review has issued a daily
edition, which is mailed at noon every day except Sun-
day. This edition is specially compiled for the exclusive
use of our advertisers, and contains advance information
of the organization of new street railways, where pur-
chases are likely to be made soon, who the buyers are
and what they will want to buy. Our facilities for secur-
ing this information is unequalled, and, it is hardly neces-
sary to add, the " two-year old " Review is the only
publication in the field furnishing such advance news.
The value to our advertisers of this publication is fully
attested by complimentary letters received almost every
day. If all the
good words for the review
received by us were printed they would require several
pages each month. It has never been the policy of this
10
paper to reprint such letters, as the standing and charac-
ter of the Review sufficiently speak for it. We do, how-
ever, most fully and sincerely appreciate the encouraging
terms of approval our readers so kindly send, and shall
alwa3's endeavor to merit their fullest confidence; and are
thus constantly urged to greater efforts in our aim to con-
tinue in serving them with the best street railway paper
in the world.
PENNSYLVANIA STREET RAILWAY
ASSOCIATION.
THE CHICAGO STREET CAR AIR BRAKE.
AS an evidence of Chicago enterprise the progress
of the compan}' whose title appears at the head of
this article is a bright example. An air brake for
street cars has just been perfected by N. A. Christianson,
who has been at work on the appliance for several years.
Having satisfied themselves of its undoubted merit, and
well knowing the demand for a good brake, the com-
pany was organized on December i, 1892, as follows:
President, John A. Kruse, who is president of the Lone
Star Iron Company, Jefferson, Texas, and a large capi-
talist; Edward Atfield, secretary and treasurer; L. J.
Gennett, inventor of the air brake which bears his name
as mechanical superintendent; N. A. Christianson, con-
sulting engineer; and David Reid, general sales agent.
Mr. Reid's long connection with' street railway interests
and his acquaintance, which includes so large a number
of street railways, specially fit him for the department he
has in charge. Mr. Gennett's experience in air brake
development will be invaluable in his new connection.
The new company in less than forty days after its
organization had fully perfected its manufacturing
arrangements and already have a large force of skilled
mechanics engaged in getting out the brakes. It is one
of the quickest cases on record. The makers confi-
dently assure the railway public that the Chicago Street
Car Air Brake is by far the most simple yet devised, and
is, moreover, the only one that can be adapted to all
trucks. No removal of car wheels is necessary to apply
the brake which can be done by ordinary mechanics.
The wearing parts are few and inexpensive. So thor-
oughly satisfied are the makers they offer to send a man,
at their own expense, to put in a trial brake for any street
railway which makes application therefor. The factory
is at 44 South Jefferson street and the offices 804-806
Rookery Building, Chicago.
GOOD RECORD.
HAMILTON, Ohio, has 18,000 people and nine
miles of electric road, on which are 15 motor
cars and 8 trailers. While horse lines were
the only means of traffic, the company could hardly pay
expenses, now the road pays 4 per cent with the follow-
ing inci ease in traffic. Passengers carried January 1892,
58,426; February, 55,147; March, 62,048; April, 67,108;
May, 76,378; June, 86,442; July, 98,799; August, iio,-
224; September, 100,577; October, 100,623; thus going
an increase in ten months of 42,197, or nearly 75 per cent.
THE above title adds another to the list of state
associations, and while contemplated for some time
past, was brought to a focus by a call made by
John A. Coyle, of Lancaster, at which city the conven-
tion met to organize, on December 28.
The meeting was a very enjoyable and satisfactory
one, and after adoption of a constitution and by-laws,
elected officers for the first year as follows:
President, John A. Coyle, Lancaster.
Vice-president, John G. Holmes, Pittsburg.
Second vice president, H. R. Rhoads, Williamsport.
Secretary. L. B. Reifsnyder, Alloona.
Treasurer, Wm. H. Lanius, York.
The next meeting will occur at Harrisburg, the first
Wednesday' in September. Initiation was fixed at $25,
with annual dues of same amount. The executive com-
mittee are authorized to transact all business between
meetings. The members of this committee are: The
president and secretary ex-officio, and B. F. Meyers,
Harrisburg, Wm. B. Hayes, West Chester, S. P. Might,
Lebanon.
THE REPRESENTATIVES PRESENT
included the following gentlemen: B. F. Meyers, repre-
senting the Citizens' Company, of Harrisburg; L. B.
Reifsynder, of the City Railway, of Altoona; John
Haeigen, of the Johnstown lines; W. H. Lanius, super-
intendent Charles Long and Captain Geise, of the York
Company; Patrick Russ, of Harrisburg, representing the
Wyoming Traction Company, of Wilkes-Barre; John F.
Ostrom, of the Middleton & Steelton road; J. Q. Denny
and E. C. Felton, of the East Harrisburg line; W. B.
Given, of Columbia; H. C. Harner, of the Lebanon and
Annville; Wm. Hager, of West Chester; H. B. Rhoads
of Williamsport, and others from a distance. J. W. B.
Bausman, Esq., Lancaster and Lititz; Dr. M. L. Herr,
Lancaster and Strasburg. Local roads, of course, were
represented, and H. J. Kenfield, of the Street Railway
Review, held up the street railway press alone.
In the opening speech Mr. Coyle stated that of forty-
nine operative railways in the state, two-thirds of that
number replied favorably to the suggestion, and that
great benefit ought to accrue from the organization.
President Coyle very appropriately and generously
closed proceedings with an elegant champagne dinner
and a ride over his lines.
The only supplyman present was Howard Wheeler, of
the Globe Iron Works, New York, but we can assure
our Pennsylvania friends that their next meeting will be
well attended by both newspaper and supplj-men.
The Pennsylvania association is most fortunate in its
executive department, and we strongly urge the smaller
roads in the state to aid by presence and support.
Edwin A. Allen, president of the Houston, Tex.,
Street Railway Companjr, died at Chadron, Neb., Jan. 7.
Mr. Allen was a high mason.
11
GRAHAM'S STANDARD ELECTRIC MOTOR
TRUCK.
THE severe wear which has come to rail joints with
the use of electricit}- is not entirely due to the
increased speed of the electric cars, nor to the fact
alone that those cars are a great deal heavier than was
possible when operating with animal power. It has been
in many cases largely due to an improper suspension of
the weight rather than the weight itself. A truck with-
out proper springs allows the wheels to come down with
a solid weight and pound the joints.
With the special object of correcting this difficulty the
Consolidated Railway Supplj' Company are manufactur-
ing, and have put on the market, the Graham Standard
Truck, which embodies several new features which will
interest street railwaj' men.
attaching truck to the car. Four bolts hold the truck to
the car body. These can be taken out in a very short
time and car body removed. The large cut, Fig. i.
FIGS. 2 AND 3.
represents Graham's standard short truck " No. 32,"
which is intended for use on short cars. The attachment
of the truck to the car is such as to prohibit all side play,
making a perfectly solid joint.
A radial truck for four-wheel cars is also made. The
frame is of 3x1 inch steel. Brake gear positive and sim-
ple; and twenty-eight bolts in the entire truck.
FIG. I. — GRAHAMS STANDARD SHORT TRUCK, NO. 3J
As shown in the cuts the weight of truck and car is
carried on springs. These springs are of two kinds.
The spirals take the greater part of the work until the
car is heavily overloaded, when they are exhausted and the
SPRING EQUALIZER AND PEDBhTAL, WITH FRUNT REMOVED.
half-elliptics " do the rest." The spiral springs will carry
1,500 pounds before e.xhaustion and the half-elliptics
5, 000.
Figs. 2 and 3 show the male and female castings for
In the case of one motor breaking down, it is only
necessary to change the disabled end, and by a simple
operation keep the car in service. Jack up the car at the
disabled end; remove king bolt and coupler bolt; run the
disabled part out and new one in ; then drop the car down ;
couple up the motors and it is again ready for service.
It prevents oscillation, has an extended wheel base of
from seven to ten feet, and takes curves easily and can be
easily attached or removed.
Superintendent Pond, of the New Haven & West
Haven road, says: " It took the sharpest curve we have
easily and without an}' hard grinding, and after leaving
curve squared itself without any trouble. No oscillation,
whatever, was perceptible, even when our ten bench
open cars were fully loaded."
The Consolidated Railway Suppl}- Compan}', have
offices at 258 Washington street, Boston, 20 Market
Square, Providence, and 616 Ashland Block, this city.
They are confident that they have a practical truck and
invite inspection by street railway men.
A MULTIPHASE railway system has just been patented
by Prof. F. B. Badt. It, involves the use of multiphase
currents in connection with converters and sectional ex-
posed rails.
12
RECEIVED 550 VOLTS.
And Lives to tell the Readers of the "Review" all about it— Hard at Work Twelve Hours Later-
Statement of the Attending Surgeon.
PEOPLE generally have been lead to believe that
the slightest contact with a live trolley wire
meant an instantly dead individual. The daily
press has preached this gospel bj- the column.
Electricians have denied it in vain, although honestly
admitting that the power which propels an hundred
loaded cars was necessarily rather energetic. Claims
have been made by numerous persons as having "received
500 volts and lived," but in previous cases there has been
wanting positive proof of the actual amount received.
At last, however, we find an instance which admits
of no doubt, and while the
gentleman whose experience
we are about to relate at first
refused the publicity which
this article brings, finally con-
sented to give to the readers
of the Street Railway Re-
view an account of the acci-
dent and his sensations "before
and after taking," purel}' on
the grounds of its scientific in-
terest and rarity. The gen-
tleman referred to is Lewie A.
Chatterton, the accomplished
electrician of the Auburn, N.
Y., City Railway, and reply-
ing to our inquries he writes
'us only a few days after the
event and tells, as follows:
HOW 500 VOLTS FEEL.
"I was testing a new arma-
ture, my mode being to raise
the car in the air, try the
armature first with the lower
field and pole block, before
putting the upper field and
pole block in their places. The current had been applied
three times. The brush holder side-tension springs
were very weak, and I placed my foot upon the upper
holder to make a perfect contact. I then told the house-
man to turn on the current again; the armature appeared
to be running away; my foot slipped from the brush
holder down on the commutator, and whether my hand
grasped the connections on the field block, or the stove,
I cannot tell. I got that r/iug; the armature seemed to
reverse, and that is all 1 remember until I regained con-
sciousness in the office, which they say was between 23
and 30 minutes. When I came to myself I was taken
with nausea and was very numb all through my left side.
I tried to stand and my limbs doubled up. The sickness
remained until the next day. The tired feeling is about
LEWIE A. CHATTERTON
all gone; but I am very nervous and the slam of a door
will make me jump. We were carrying between 500
and 550 voltage, but I do not know what quantity I
received. 1 have received a great number of shocks
but never one to put me to sleep before. At one time in
particular 1 was connecting the main trolley v^'ire in the
station to a branch trolley, and the ladder being against
the main trolley, I placed a coil of No. 3 copper wire on
a box and taking the end in my left hand started up the
ladder. When near the top of the ladder, which was
onlv three inches above the trolley, I thought the ladder
was slipping and grasped for
the trolle}- wire to save my-
self. The sudden move
caused the coil of wire to
slide off the box, on to the
rail, or house track, thus form-
ing a complete circuit and
burning my fingers. That
felt as though I had been
struck in the base of the neck
with a sand bag. 1 was lame
for two daj's after that but not
sick. The last accident short
circuited the station.
I have since repaired two
armatures, wound three fields
and am now re-winding an
armature. 1 can say that aside
from being a little nervous I
FEEL .\S WELL AS EVER
I have felt. After the lirsl chug
I had no sensation whatever
until I came to myself, and
then as heretofore described,
I don't hke notoriety, but for
the sake of the " I told you
so's" and the "deadly trolley" cranks I am willing to
give you my experience."
Yours very truly.
Sr/!^yify/£IV'
(UM-o
When the accident occurred the company immediately
summoned Dr. C. O. Baker, a well-known physician of
Auburn, and who, as one of the official surs^eons, has
been called to witness the infliction of the death penalties
by electrocution, all of which have occurred in the
Auburn Prison. Hence, the statement of Dr. Baker is
one based on actual experience and is rendered the more
interesting and valuable on account of that observation.
13
THE DOCTOR .S STATEMENT.
It is true that I was called to see L. Chatterlon, of the
Auburn Street Railway Companj-, who was recently
injured while repairing some part of a car motor. He is
an expert and I am informed that he received a 500-volt
current. I found him probably 20 minutes after the
shock, sitting in a chair in the company's office, uncon-
scious. Skin cold and moist all over the body, pulse verj-
irregular and about 140 and sometimes almost impercep-
tible, respirations about 10 per minute, muscles of the
body relaxed save those of the left leg, in which he
received the current, and left arm. I think that the
course of the current.
I ordered him placed on his back on a table, with the head
quite low, which position sent more blood to the brain, but
did not. for five minutes at least, improve the pulse very
much. I asked to have a piece of soft iron placed in his
hands as an experiment, and a piece of cast iron weigh-
ing 10 or 15 pounds was placed under his hands, and in
two or three minutes the pulse improved, and in ten
minutes he was sitting up and telling how it happened
that he had taken the shock. I am not prepared to sa}-
that the iron did any good. I would suggest that it is
always best, however, to place such a patient upon the
back with the head either on a plane with the body, or
lower, and to stimulate by friction and artificial respira-
tion. Why this man did not suffer more than he did I do
not know; probably because more vital tissues were not
invaded. He complained of a bad feeling in the head
and numbness of the leg and side, but went to work the
next morning, 12 hours after the accident, seemingly all
right.
You speak of electrical execution and ask if there is a
parallel between it and the case of Chatterton. I should
say no. I cannot argue the point full}' for I do not know
the position nor the contact of the body in Chatterton's
case, and no one saw him at the exact time of the acci-
dent. In arranging for an electrical execution the utmost
care is taken that all points of contact are perfect, and
that the current is passed directly through the vital parts
of the body. The brain and spinal cord are aimed at
with "deadly precison" and the electricity measured out
in quantity, quality and time, accurately and scientifically,
by cool and careful hands. The first shock or contact of
the electric current given to a man in the electrical chair
probably kills in a space of time loo small to calculate
intelligently. It may be compared to the blowing out of
a candle, and who can appreciate the time in which the
flame is "going out." The current is continued for a few
seconds, and all the muscular tissues of the body are con-
tracted to some extent, and when the electricity is taken
off the muscles relax, but it is not life. The}- will not
again contract except by the electric stimulation. The
pathological changes you ask for are not manifest at the
post-mortem to the microscopical examination, and the
microscope has failed thus far to give the desired infor-
mation as to the cause of death. I am very glad that
science has afforded us at last a means of administering
the death penalty which is completely under control and
which is instantaneous and painless, and in a manner
somewhat humane.
Very truly,
C. O. Baker, M. D.
The reader should bear in mind that the contact made
by Chatterton was made with all his strength, and that
the accident occurred at the power house where the vol-
tage is the highest. That he received the extreme 500
to 550 volts is proved by the short circuiting of the
station. It would be impossible for a person to receive
as severe a shock from falling railway wires in the street
as was experienced by Mr. Chatterton.
SOME DENIALS.
C'^ ROVER CLEVELAND positively denies any
connection with the street railway syndicate.
^ This was the first of a series of annual denials.
Henry Villard repays the compliment of Mr. Cleveland's
repudiation of street railway business by boldly saying
that he will not go into Mr. Cleveland's cabinet. Then
comes ex-Secretary Whitney, of the navy, who says that
nothing on earth will now stop him from a rapid transit
career, and John D. Crimmins says that managing rail-
ways with the full complement of kickers, and New
York kickers at that, is more to his taste than politics.
Even Bismark says of the Milwaukee street railway that
"he is not in it." The Street Railway Review
stands ready to print denials from all the rest of its con-
stituency if it becomes necessary.
MOTORS DISPLACE MADISON MULES.
AMONG the recent "converts" is Madison, Wis.,
which has just inaugerated motors in place of
mules. The new cars are the latest of the St.
Louis Car Company, and are mounted on McGuire trucks,
and propelled by two W. P. 30 motors of the General
Electric Company. There are nine motor cars and four
trailers. The line covers eight miles, two and a-half
being new. Rails are 50 pounds T, laid on cedar ties,
two feet between centers. The officers under .he new
ownership are: President, Geo. D. Cook, of Chicago;
Secretary and Treasurer, H. H. Welch; Superintendent,
Geo. H. Shaw, who was formerly connected with the
Chicago City Railway. At the time Mr. Shaw took
charge of the road, it was giving a very poor service,
which under his able management was improved until
no farther improvement was possible with animal power.
Now that electricity is at work the capital city of Wis-
consin will have a service which is every way in keeping
with the city of Madison.
A BILL is now ]iending in the Ohio legislature to compel
street railway companies to put cabs on motor and grip
cars. The bill has strong friends and enemies both among
the companies and employes.
14
THE JEFFERSON STREET POWER HOUSE OF THE WEST CHICAGO.
THE Cable plant of the West Chicago Street Rail-
road Company, at the corner of Washington and
Jefferson streets, has three times undergone en-
largement. The last changes have just been completed,
and the plant will soon be operating the "tunnel loop" as
formerly.
The boilers are the same as used before, being six in
number, of the horizontal return tubular tjpe, dimensions
iS feet by 72 inches, rating 150 H. P. each.
The steam separators were made b}^ Fraser & Chal-
mers under patents of Westinghouse Church, Kerr &
Co. The companj- also continue the use of oil as a fuel
and find it satisfactory. The new engines were built and
erected by Fraser & Chalmers, Chicago, and have a five
foot stroke with three foot
cylinders. These engines
are among the finest in the
city, and no pains have been
spared to make them per-
fect in ever}' waj'. Con-
structed as the}' were for
this particular work,
several special features
were introduced to meet
the severe requirements of
cable operation. The cyl-
inders are lagged with
walnut, the working parts
are all emer\' polished, and
the remainder tastefully
painted to harmonize^
Altogether the two giants
form a pair of twins which
will attract many visitors
during the World's Fair.
To accommodate its ex-
pected guests the com-
pany have erected a com-
modious platform opening
on Jefferson street, from
which point of vantage the whole plant can be seen to
best advantage. Steam separators are placed over
each engine, giving the engine dry steam and automatic-
ally returning the water to the boilers at a high tempera-
ture. The engines are fed by lo-inch overhead mains
and the exhaust led to the Berryman heaters through
12-inch pipe below the floor. The two Corliss engines
are rated at 1,200 each, but will develop much higher,
and work directly on the engine shaft at the ends of
which they are placed, and which is 20 feet long and 15
inches in diameter. From the engine shaft the power is
transmitted by 24 3-inch cotton ropes. The driving
pulley is 7 feet 6 inches in diameter and the driven 27
feet 6 inches. The engines run at about 60 revolutions a
minute and the transmission drum shaft at about 14; this
latter shaft is 12 inches diameter by 76 feet long. Engine
fly wheels weigh 40 tons and are 20 feet in diameter and
INTERIOR OF ENGINE ROOM JEFFERSON STREET POWER HOUSE.
of handsome design. The Walker segmental drums of
12 feet diameter are used, and through cut steel gears
both are driven, and give the cable a speed of about seven
miles an hour. The Walker drum is being adopted in
all the plants of the company and gives a largely increased
life to the ropes. The drums are heavily cast, and while
the differential rims will last a long time, and can then be
easily replaced, the drum proper will practically never
wear out. The gears on the drum shaft are 120 inches
in diameter, 98 teeth, 12 inch face, and 4 inch pitch.
The intermediate gear is 53 inches diameter, with same
face and pitch. They were made by Walker Manufac-
turing Company, Cleveland, Ohio.
At first sight these gears give the same impression that
would be produced by a
light buggy wheel under a
big victoria. But they are
cut steel and the hardest
steel tools make scarcely
any impression upon them.
While this class of work is
highly expensive, it simply
illustrates the care which
extends to every part of
the plant, in sparing no
expense to secure a dur-
able and reliable source of
power.
This station will operate
the present down town
tunnel loop, and also the
State street loop, as soon
as that line is opened.
The present loop cable is
10,475 feet long and was
made by J. A. Roeblings
Sons Company. The
cable is capable of trans-
mitting 2,500 horse-
power, diameter i 5-16
inches. Several changes are thus necessitated in lead-
ing out the ropes, and the new work relating to the
ropes has been directed by T. C. Nash, superin-
tendent of cables. The plans for the location of the
engines and heavy machinery and loop work down-
town cable crossings, etc., and the responsibility of
the installation, has of course, rested upon the com-
pany's chief engineer, S. Potis.
That it should so soon become necessary to re-equip
the entire plant with power and winding machinery of
more than double that originally installed, shows the won-
derful increase in transportation which the West Chicago
Street Railway has experienced, and General Manager
Parsons may well take a moment from his multitudinous
duties to take a just pride in his new plant, in which noth-
ing is wanting to make it one of the best appointed and
arranged in the world.
15
THE NEW SECRETARY OF THE BROOKLYN
CITY.
MANY surmises have been put to rest, perhaps
bets settled, and not a few railway men sur-
prised by the election of Washington A. H.
Bogardus, of Chicago, as the successor of Wm. H.
Thompson to the treasurership and secretaryship of the
Brooklyn City Railway Company, of Brooklj-n, N. Y.
An associated press dispatch dated January 1 1, brought
the news to the Street Railway Review, and on the
following day Mr. Bogardus' portrait was in the engra-
ver's hands.
A visit to the branch office of the Armour Packing
Company found Mr. Bogardus as usual directing the
W. A. H. BOGARDUS.
large interests that report to him, and between orders to
his army of clerks the Street Railway Review gath-
ered a few items of interest concerning his career.
Washington Augustus H. Bogardus was born thirty-
four years ago, in New York city, of a good old New
York family. His great grandfather was General Robert
Bogardus. Here his education was attained in the excel-
lent cit}' and high schools.
His first business venture, however, was at Rome, in
the same state, where he entered a private bank in 1877.
Here in the banking and insurance business his first busi-
ness e.xperience was gained.
Three years later Mr. Bogardus came west and entered
the counting room of Armour & Co. in the capacity of
clerk. His native ability soon put him through nearly all
the clerical parts of the work, and in one year Mr. Bogar-
dus went on the road organizing branch houses, attending
all the accounting of that portion of the business.
In 1890 Mr. Bogardus was put in charge of the branch
house business and became chief accountant of that large
system. Besides these duties Mr. Bogardus is the dis-
bursing auditor for the building department, and has
charge of the taxes and assessments, leases, and the credits
and collections of the refrigerator system.
In addition to his magnificent clerical and executive
record, Mr. Bogardus has a good knowledge of steam
engineering and electrical affairs.
Mr. Bogardus will take charge of his new position
about Februarj- i, and it is understood that Mr. Lewis
will continue as chief executive. We bespeak for Mr.
Bogardus a cordial welcome into the fraternity.
A TEMPORARY POWER HOUSE.
TO relieve the main power plant of River street, the
Milwaukee Street Railway Company has recently
erected on the South side a temporary plant, pend-
ing the completion of the Kinnickinnic permanent one.
The contracts for the station were let the first week in
December, to be completed the first day of January, 1893.
This was not an easy undertaking, when it is known that
the steam plant consists of three simple Corliss engines,
aggregating 1200 horse-power, and that the electrical
equipment included three machines of 100, 150 and 200
kilowatts respectively, of the Edison bipolar tj'pe.
The E. P. Allis Companj' is responsible for the power
installation, and the General Electric Company for the
generators. The engines are belted direct to the
dynamos.
The plant required the work of three gangs of men,
working eight hours each, and the temporary connections
alone consumed 14,000 feet of feeders, well strung, to
connect with the underground feeder, and the necessary
ground return was put in carefuU)'.
A. W. Lynn, superintendent of repairs, is the director
of the building and construction work, while the com-
pany's electrical engineer, L. T. Gibbs, is responsible for
the electrical part of the plant.
THE MOVING SIDEWALK.
THE company which constructed the experimental
multiple speed and traction sidewalk illustrated last
year in this maganize will build a line of their struc-
ture one mile in length from the steamship landing to the
grounds. The power will be furnished by the Intramural
Railway. Some contracts have been already let, and
some are still pending. Max Schmidt, the manager, has
sold an option on the English right to build the struc-
ture to a London corporation.
The Salt Lake City Street Railway Company has in
the past year made improvements costing $75,000, has
added two new lines and has run 3,520 miles per day
on the system.
Another victory has been scored for common sense
progress and the trolley in the recent decision of the Penn-
sylvania Supreme Court.
16
ELECTRIC BLOCK SIGNALS FOR TURN-
OUTS.
THE Pleasant Valley Company, of Allegheny, have
considerable single track electric, and with a con-
stantly decreasing headway, and the further
complication of numerous curves where buildings
obstructed the sight of motormen, an urgent necessity
arose to either double track the line or devise some posi-
tive means of signals.
As the double track is at present impracticable. Elec-
trical Superintendent W. M. Ramsey set about inventing
the alternative — the signals.
This he has done in a manner which is proving very
satisfactory, and which admits of almost unlimited varia-
tions in its adaptation to the varying circumstances of
other roads.
There are some dozen or more of these block stations
side of box) and if the lamps in upper half of box burn'
he can go on to next switch. When he reaches next
switch, box No. 2, he will find lamps burning in lower
half of box (which he lighted when he left box No. i).
He must then turn them out, using switch on lower side
of box. Then if lamps are not burning in upper half of
box, he can turn them on as before, using upper lamp
switch, and turning them out when he arrives at next
switch, box No. 3, by using lower lamp switch. This
process is repeated until the up end of the line is reached.
The same order, only reversed, is followed in making the
return, down trip, and conductor moves his car only when
light are not burning in lower half of box. The whole is
summarized in the two rules which Mr. Ramsey finds
sufficient, and which read as follows:
Rule i. Cars going UP-HILL are blocked bj lamps burning in
UPPER lialfof box. They can block cars at UPPER switch bv turn-
ing switch on UP-HILL side of box; this n;iakes lamps burn in lower
half of box at next switch, and must be turned out when car reaches it
==Ground
= Ground
== Ground (track)
ELECTRIC BLOCK SIGNALS — INTERIOR VIEW.
on the line, but for descriptive purposes we take only
three, as the rest are simply a repetition of the same .sys-
tem. The illustration readily explains the boxes, which
are divided into upper and lower halves, each containing
three lights. If desired different colored lamps maj' be
used in the upper half, although Mr. Ramsey finds this
unnecessary in his case.
The upper half of box No. i is connefcted with the
lower half of box No. 2. The upper half of box No. 2
is connected with the lower half of box No. 3, and so on,
so that conductor on car going up-hill looks at upper half
of box. If the lights are burning, then he understands
that another car is on the single track ahead of him —
either on its way to the next switch, or approaching. If
the car is on its way to the ne-xt switch, and too far ahead
to allow him to follow on the same signal, then he must
wait until that car arrives at ne.xt switch, and turns lamps
out. He can then throw switch (small switch on upper
by using switch on DOWN-HILL side of box.
Rule 2. Cars going DOVVN-HILL are blocked by lamps burning in
LOWER half of box. They can block cars at LOWER switch by turn-
ing switch on DOWN-HILL side of box. This makes lamps burn in
upper half of box at next switch, and must be turned out when car
i-eaches it by using switch on UP-HILL side of box.
The system is really quite simple; in fact, much more
so to operate than to describe. The men readily caught
the scheine, and the result has been regularity in running,
where formerly a run back to turnout was of more than
hourly occurrence.
It is reported that ex-Mayor Grant, of New York, will
engage in the street car advertising business.
It is officially denied that the Rhomberg lines at Du-
buque have been sold, or offered for sale.
The Detroit Electrical Works sent out a very
handsome calendar.
17
PROGRESS TO DATE OF THE LOVE ELEC-
TRIC CONDUIT SYSTEM.
THE tempoiar}- excitement attending the opening of
the Love electric conduit sj-stem on the Fullerton
avenue loop of the North Chicago Railway Com-
pany, which occurred March 12, 1892, has assuaged con-
siderably. As a matter of fact, the line has frequently
suspended operations, and for several weeks before Christ-
mas the patient horse betook himself around the cur\e as
of yore. A visit to the scene of operations about Novem-
ber 15, revealed this state of affairs, and a call at the
ELECTRIC BLOCK SIGNAL — EXTERIOR.
power house and conversation with the engineer elicited
the information that "the company was overhauling the
construction," although no signs of the said overhauling
were visible. The engineer stated that the usual 500
volts and from fifteen to twenty amperes were required
to operate one car by the undergrpund system.
A. G. Wheeler, manager of the Love Company, is
now at Washington City for the purpose of constructing
a similar line, the greatest progress in which is along U
street. It will be but a few blocks in length, but "if the
directors are satisfied with the undertaking it will be
extended several miles." Parenthetically it may be
stated that this is evidence that the S3-stem is still in an
experimental stage. Among other difliculties encoun-
tered by Mr. Wheeler is the crossing of the cable con-
duit. This he promises he can do.
For the past two weeks the Chicago line has again
been "Lovely," although during each of two visits of a
Review man to the scene of action the car became dis-
abled, and had to be pushed by the Connelly motor. The
results of numerous burn-outs were also recorded on the
charred switch board.
An old man from the Wisconsin woods recently wand-
ered into the capital of that commonwealth. Becoming
weary he leaned up against an iron street railway post
and, with hat in hand, pressed his ear against a mail box,
listening to the buz. After a few minutes evidently satis-
fied he turned away and remarked, eyeing the mail box
approvingly, "Thar, now, I hev heard a telephone talk
at last."
STREET RAILWAY PATENTS,
Selected list of patents relating to Street Railway Inventions, granted
during the past thirtv days, reported especially for the Steet Railway
Review, by Munn & Co., Patent Attorneys, 361 Broadway, New
York, N. Y.
ISSUE OF DECEMIIER 13, 1S92.
Fare Register, J. W. Fowler, Brooklyn, N. Y 487.731
Conduit for Electric Railways, J. W. Hayden, Fort Wayne, Ind. 488,735
Means for Transmitting Power, W. E. Walsh, San Francisco,
Cal 487,805
Trolley Catcher, J. Werling and J. F. Agnew, Minneapolis,
Minn 487,808
Electric Railway Trolley, A. Warner, BudaPesth, Austria, Hun-
gary -' 487,813
Electric Railway Trolley, D. Mason, New York, N. Y .488,022
Tramway Switch, J. H. Reinhardt, Newark, N. J ..488,132
Elevated Railway, E. M. Turner, St. Louis, Mo 4S8.IS4
Elevated Railway, E. M, Turner, St. Louis, Mo 488,155
Elevated Railway, E. M. Turner, St. Louis, Mo 488,156
Double Track Elevated Railway, E. M. Turner, St. Louis, Mo. .488,157
ISSUE OF DECEMBER 20, 1892.
Trolley Stand for Electric Cars, E. M. Bently, Boston, Mass 488,170
Cable Crossing, W, Bowers, New York, N. Y 488,262
Street Railway Switch, W. E. Brown, Milawana, Pa., and L. H.
Smith, Elmira, N. Y 488,263
Street Car Fender, G. T. Hall, Monrovia, Cal 488,286
Elevated Railway Structure, J. L. Meigs, Boston, Mass 488,283
Closed Conduit for Electric Railways, R. A. Dion, Natick, Mass 488,35.
Fender for Cars, H. A. Gamage and W. N. Schmidt, Boston,
Mass 488,353
Car Fender, S. L Crafts, Boston, Mass 488,376
Sand Box for Cars, S. Cory, Cambridge, Mass ..488,387
Means for Operating Station Indicators, R. B. Ayres, New
York, N. Y 488,415
Propellirig Gear for Tramway Locomotives, C. D. Scott, San-
ford, Pa 488,484
ISSUE OF DECEMBER 27, 1892.
Tramway Switch, W. G. Carmell, Columbus, Ohio 488,599
Trolley Catcher, W. L. Brown, Worcester, Mass, 488,706
Tram Car Door, John Stephenson, New York, N. Y 488,722
Closed Conduit for Electric Railways, F. Mansfield, New York.
N. Y 488,838
Trolley Wheel, L.J. Hirt, Arlington, Mass 488,811
Electric Railway Trolley, C. J. Van Depoele, Lynn, Mass 488.929
Electric Locomotive, C.J. Van Depoele, Lynn, Mass 488,930
ISSUE OF JANUARY 3, 1893.
Trolley Wire Support, G. H. Scranton and L. Spillman, Colum-
bus, O 489,097
Rail Cleaner for Railway and Tramway Rails, H. Conradi, Lon-
don,England 489, i3o
Car Fender, G. F. Topliff, Boston, Mass 489,134
Automatic .Switch for Trolley Tracks, W, H. Brodie, Brooklyn,
N. Y 489,189
Fender for Electric or other Cars, M. S. Starkweather, Boston,
Mass 489,207
Electric Railway Trolley, J. Reutlinger, St, Louis, Mo. 489,234
Electric Elevated Railway, A. L. Rutter, Washington, D. C 489,330
Underground Conduit for Electric Railway, C. P. Tatro, Spok-
ane, Wash 489,422
A GENTLE,M.\N, evidently from darkest Indiana, recently
boarded a Calumet electric for the purpose of transpor-
tation and investigation. The thing that interested him
most was the fare register, which he studied intentl}-.
Finally his curiosity got the better of his bashfulness and
he asked the conductor, "Say, mister, how does that
tarnal thing let your boss know it every time you take in
a nickel? I've watched it a long time and I vum I
gan't see ! "
18
LONG DISTANCE ELECTRIC RAILWAY.
LONG distance and high speed electric railways
are constanthr attracting more attention, not only
from electricians but capitalists. Numerous lines
are in daily operation, and have been for months past
where a speed of 30 miles an hour is obtained with the
ordinary motors, an ordinary track and with the usual
voltage. On some of these lines current is transmitted
direct for a distance of 15 miles from the power station.
As we have had occasion to mention almost every month,
the number and length of these interurban roads presents
the most attractive field for future operations in electric
railway work. Among the longer projected lines in this
country is one to connect Galveston and Houston, a dis-
tance of 50 miles ; one to extend 60 miles from Sanduskj-,
Ohio, another between New York and Hartford, and
still another to connect Chicago and Milwaukee, which
latter is being kept very quiet, but when the first move
appear from time to time in their printed announcements
of plans under way, or accounts of the progress of the
work. It is now stated,
however, that pending ne-
gotiations are well along
toward settlement by which
the entire bond issue will be
taken in New York and
Boston, although the buyers
do not desire their names
given out until the deal is
closed. The preliminarj^
survey was made several
months ago and the topo-
graphical map reveals a line
with practically no difficul-
ties. The grades are all c. e. blever.
slight, and the onlj- bridge of any consequence is the
one over the Kankakee river, and that onh- 1,100 fee
UK. ADAMS AND HIS DAUGHTER ALICE, THE FIRST "WORKMAN
is made matters will be pushed to completion in short
order. But by far the longest ever projected, and the
one which is attracting universal attention, not only in this
country but abroad, is the Chicago & St. Louis Electric
Railway, which promises a speed of 100 miles an hour
between this city and the settlement at the other end of
the big bridge. The company have two general ofiices,
one in St. Louis and the other in the Temple Building in
this city, which latter is in charge of Charles E. Bleyer,
assistant general manager, a most pleasant gentlemen
whose business interests are extensive in both St. Louis
and Chicago, and whois a man of large executive ability.
The affairs of the road are closely managed and very
little inside information reaches the public. The mana-
gers are cautious and make few statements other than
in length. Grade crossings are to be wholly avoided
by elevating the tracks over roads and other railroads.
Work on the roadway was commenced October 6, at
Edinburg, 111., and at this writing some 24 miles have been
graded. We are also informed, contracts for the entire
balance of the fine have been let and will be pushed as
fast as the weather will permit, with hopes of completion
by next fall, although the management hope to have a 50
mile section in working order before the closing of the
Fair. While there are some who question the ability to
make the speed named, the public and press generally
throughtout the countrj' confidently' expect it can be done
even though they do not understand the details.
Electricians of high standing concede the possibility of
100 miles an hour, but have heretofore maintained that
tefe^^%uiw?
19
the same work could be performed much cheaper by tion can be made economical, we are not prepared to saj-,
steam locomotives. This the managers of the electric as a demonstration will be the best evidence. The com-
HIGH SPEED ELECTRIC CAR.
road state thej- will overcome by using for fuel the slack pany's engineer states the coal properties already secured
from mines which they either own or control, which slack should suffice to operate the road for something like a
I'ROSPECTIVE BIRD'S EYE VIEW OF ROAD.
burned at the mine costs only 17 cents a ton, and is ordi- century. Power station No. i is allotted Edinburg. and
narily unmarketable. Whether at this figure the opera- plans are being made for a second, in Livingston county,
. ■ - -v' - ^L ^ JS~ ■-
TMK POWER STATION AT EDINIJURr,, ILL.
20
near Fairburj', while a third is mentioned for Blooming-
ton, and possiblj- one at Clinton. The farmers along the
line are much enthused, and no small amount of real
estate speculation has arisen in anticipation of what the
road will do.
One of the most noticeable instances of this may^be
seen at Alpine Heights, just 23 miles^from Chicago and
situated near the line of the road. This fact alone has
been sufficient to create a perfect boom in this beautiful
county suburb, and prices are advancing rapidly and
transfers being made at constantly increasing prices.
The company will in all probability adopt the Moffett
Journal bearing for their motors.
Dr. Adams, president of the road, expects the first
motor, which is being built in Germany, will reach here
about March i. The track is to be standard gauge, rock-
ballasted and laid with 72-pound steel rails, and its pro-
gress will be watched with great interest.
'ZE GREAT CHRISTOPHER COLUMBO."
AWHALEBACK steamer is not exactly a street car,
but the one shown in the engraving is to ply on
one of the great thoroughfares between the heart
of Chicago and the World's Fair. We are indebted to
the Marine Review for the illustration of what will be the
first whaleback used in passenger service. It is intended
to run between Van Buren street and the Fair. This
vessel is made entirely of steel, being 362 feet in length
over all, 42 feet beam and 24 feet deep. The hull is of
the same shape as that used on freight boats, but carries
a watei' ballast of 730 tons in her double bottom. Engines
are triple expansion, intended to develop 3,000 horse
power. The passenger accommodations are all in the
superstructure, which is supported b}- nine turrets in the
center, and b}- ventilator tubes around the outside. The
turrets are occupied by stairways, engine-rooms and
THE GREAT WHALE BACK PASSENGER STEAMSHIP, CHRISTOPHER COLUJIBUS.
PHILADELPHIA'S TROLLEY.
In the cases, known as the " trolley cases," or " the
citizens' committee against the traction company" in the
Court of Common Pleas No. 4, the review of the Su-
preme bench gives a sweeping victory for the corpora-
tion. The decision handed down by Justice Mitchell
makes it dependent entirelj' upon questions of law of the
greatest local and State interest.
Garson Myers, president of the Standard Railway
Equipment company, is meeting with splendid success
with his car heaters. Among a multitude of complimen-
tar}' letters we select the following from J. S.Ticknor,
manager of the West End road, Rockford, 111., who writes
under date of January 6, 1893, as follows: "We have
been using eight of the "Standard" Stoves, bought of
you last November, in our cars, and though we at first
had serious doubts of their efficiency in very cold weather,
and hence did not feel justified in giving them our
endorsement, we can now, after having experienced the
coldest weather in this locality for the last six years,
speak in unqualified praise of these stoves. During our
coldest weather the cars have been as comfortable as one
could wish and have occasioned numerous compliments
from our patrons. Another winter we expect to equip
all our cars with the ' Standard ' Stoves."
stacks. It will be seen that there are two decks. Din-
ing rooms are in the middle of the lower deck. On the
saloon deck the grand saloon is 225 feet long and 30 feet
wide. The top of the saloon is a promenade 257 feet
long. The whole vessel will be heated by steam and
lit with electricit}-. Carrying capacity is about 5000
persons, and the run of seven miles will be made in thirty
minutes. It is designed for excursion traffic, and conse-
quently staterooms are omitted. The appointments are
among the best. A large fountain will play in the center
of the grand cabin.
The first number of the World's Fair Electrical En-
gineering, of which Fred DeLand is editor, has made its
appearance, and is a very readable and attractive issue.
Mr. DeLands' well known abilit}' as a writer has ample
scope in his new magazine, which starts out with bright
prospects.
A MAN who knows, says that Grand Rapids, Mich.,
would be a first-class point for building street cars. Car-
riages and wagons are built there, the shipping facilities
are good and power is cheap. The street railway has a
machine-shop and paint-shop in operation there.
E. A. Lang, general manager of the Consolidated lines,
Toledo, was a welcome caller January 12th.
21
INTRAMURAL RAILWAY AT THE WORLD'S FAIR GROUNDS.
OUR readers will no doubt remember the article
published on this subject in the Street Rail-
way Review for July. This article brought
the first details of the work to the public eye
and the present supplement gives the first detailed
account of the remainder of the construction.
Referring to our engraving of the elevated structure,
accompanying this article, the graceful outline and the
light but strong construction of the road bed may be seen.
The post foundations are concrete, 7x7 feet and 12 inches
thick. The grades are slight, running from .5 to 2 per
cent, and the curves vary from 100 to 200 feet radius.
The radii of terminal loops are 100 feet. The length of
the line is three and six tenths miles.
It starts with a loop near the Fisheries Building, run-
ning north to the boundary of the grounds, thence west
tasteful superstructure the contract for which was taken
by Remington & Co., Chicago.
The Illinois steel companj- has the contract for the 60
pound-rail that is to be laid. The current will be con-
veyed to the car by an under running trolley wheel, run-
ning upon 60-pound steel T rails. A portion of the way
this rail will be supplemented by two others of equal size
in order to give sufficient carrying capacity. The I beams
of the structure and the rails upon which cars run will
form the return current. The motors will be controlled
by the series parallel controller which is now being put
into extended use by the General Electric Company. The
cars will be equipped with four 50-horse-power Thomson-
Houston motors capable of exerting a maximum capacity
of loo-horse-power each, making the total capacity of
each motor car 400-horse-power.
ELEVATED STRUCTURE; POWER HOUSE LNDEK ^ '.
and south just inside of the enclosing fence to a point near
the Transportation Annex. Then runs over the roof of
the Transportation Annex in a southeasterly direction,
being supported upon posts built into the Transporta-
tion Building. From the Transportation Building it runs
south to a point near the Machinery Hall, then makes a
loop to the west around the west end of this building,
thence runs due east to a point between the Colonnade
and the Agricultural Building, where it turns and runs in
a southeasertly direction toward the south end of the For-
estery Building. Here it turns north and runs up to the
lagoon near the east side of the Agricultural Building. At
this point there is a loop upon which the trains turn and
proceed back over the route above outlined. The road con-
nects with the Barre sliding railwaj', with the Alley L and
with the moveable sidewalk. Its introduction is one of the
greatest conveniences on the grounds and will be appre-
ciated by millions of passengers during the Exposition. To
C. P. Matlack, engineer in chief, belongs the honor of the
There will be along the line eleven stations for passen-
gers and sufficient transfer stations.
THE POWER .ST.\TION
is situated near the Forestry building. It is of staff,
with a brick back wall for the furnace and smoke-stack.
The latter is shown in our engraving, as well as the bat-
teries of Babcock-Wilcox boilers, aggregating 5,000
horse-power.
This station, an elevation of which is also shown, is
the product of the experience and talent of Bion J.
Arnold, the consulting engineer. This work, which is of
the most difficult character, as it involves the building of
a temporary plant to do work that would test a perma-
nent power house, bids fair to be as successful as Mr.
Arnold's previous plants at Little Rock, St. Joe, Mich.,
and elsewhere have been. We call particular attention
also to the longitudinal section of the power house.
The engine room is 140 feet long by 87 feet wide.
20
The boiler room is 140 feet long by 60 feet wide. The
building is of frame construction, with the exception of the
rear wall of the boiler room, which is of brick, as above
stated. The entire building is covered with staff outside
and in, this making it cheap to construct. The trusses are
of wood, and support the corrugated iron roof. The roof
of the boiler room consists of common gravel roof, with
tarred paper between the sheathing and the gravel. The
building is so designed that all windows used in it are of
standard size used for ordinary house building, so that con-
siderable money can be realized from the sale of them
after the Exposition is over. This idea has been con-
formed to by the designer of this station all through, and
it will be noticed that heavy timbers are used in almost
severe tests that will be put upon it when the road goes
into operation. To have built these foundations with
piling in the ordinary manner would have cost double the
money that the present work calls for, and it was
thought best to depend upon concrete foundations.
The water for the plant is secured from the lake, which
is about 300 feet from power-house, through an 18-inch
vitrified sewer pipe and flows to the power-house by
gravitJ^ The condenser pumps take the water from this
pipe, force it through the condensers and lift it high
enough to give a sufficient head for the water to flow
back into the lake through another vitrified sewer pipe.
It will thus be noticed that all the energy that is required
of the air pumps is to lift the water about 6 feet, as the
■.Siira 'iiii m m 'iW ^^ ^^' '^W n^ Willi' wii
jp!»i jm
^^■'"'^m:^'
•9S^^^-^
t'iiSf^
,«nrT«nCS^*;S?!
THE POWER HOUSE.
all cases, and that little cutting has been necessary, thus
making the timber after the building has been torn down
almost as good as new.
The extraordinary weight of the machinery to be
placed in this building makes the matter of foundations
quite an important subject, especially so when it is known
that the station stands on running sand, which is almost
as bad as quick sand. It will be noticed from the draw-
ings that the earth is excavated to a point about three
feet below the surface, which is below frost line. Over
this is a temporary grillage work, consisting of two layers
of 4x12 inch plank, placed at right angles to each other,
and thoroughly spiked together. Upon this mass of tim-
ber was built one solid concrete stone, 140 feel long by
60 feet wide and 3 feet thick, made of Portland cement
and sand. Upon this stone was built the engine and con-
denser foundations, and it is believed that it will stand the
water flows to and from the power-station by gravity.
In the center of the engine-room will be noticed a 2,000
horse-power Reynolds-Corliss cross compound condens-
ing engine, built by the Edward P. Allis Company, of
Milwaukee, Wisconsin, coupled direct to a 1,500 kilowatt
Thomson-Houston multipolar railway generator. At one
end of the building is a 750 horse-power Reynolds cross
compound engine coupled direct to a 500 kilowatt Thom-
son-Houston multipolar generator with an over-hung
armature. It will be noticed that this generator is so built
that the field can be moved off from over the armature by
means of screws and hand wheels, thereb}- permitting
easy access to the armature or fields for repairs. Midway
between this engine and the main engine is located a 750
horse-power Hammond-Williams compound condensing,
xertical engine, coupled direct to a 500 kilowatt Thomson-
Houston multipolar generator. This generator is of the
r^fe^^VUW? -
same design as the one attached to the
Allis tandem engine, except that it is
provided with an out-board bearing for
the armature. At the other end of the
engine- room is located a 750 horse-
power tandem cross compound con-
densing Greene engine built hj- the
Providence Steam Engine Company,
of Providence, R. I., coupled direct to
a multipolar 500 Thomson - Houston
generator, with a tightener on the slack
side of the belt furnished by the Eclipse
Clutch Works, of Beloit, Wisconsin,
lietween the Greene engine and the
large engine, located in the center of the
building, is placed a 400 horse-power
tandem compound condensing engine
built by the Mcintosh & Seymour
Company, of Albany, N. Y., coupled
direct to a multipolar 200 kilowatt
Thomson-Hou.ston generator.
In the rear of the engine-room stand
the condensers and boiler feed pumps
for the entire plant, and it will be noticed
that the engine-room floor is left open
and a railing provided around the open-
ing, thereby' making a gallery for spec-
tators to view the machinery below. In
this condenser pit will be located two
Allis vertical fly - wheel condensers,
which are to work in connection with
their engines. To the Williams engine
there will be attached a fly-wheel con-
denser built by the Conover 'Manufac-
turing Company, of New York. To
the Mcintosh & Seymour engine will
be attached a single acting condenser
built by the Deane Steam Pump Com-
pany, of Holyoke, Mass. The Greene
engine will be attached to a duplex-
condenser, manufactured by Henry R.
Worthington, of New York. The feed
water for the boilers will be supplied
by a triplex pump built by the Gould
Manufacturing Company, of New York,
and a duplex steam pump built by the
Smith- Vaile Company, of Dayton, O.
These boiler feed pumps will be ar-
ranged to take the water directly from
the lake and the hot water wells of the
condensers as occasion demands. They
will also be attached to a system of fire
service pipes running throughout the
building and car barns of the com-
pany, located a short distance from the
power house, so that these pumps will
not only act as boiler feeders but will
be on hand for fire service at all times.
24
They will also supph' hot water for washing the cars
in the car barns.
It will be noticed that the condensing machinery is all
steam driven and that each engine is provided with an
independent condenser. The valves for handling the con-
densers and engines will be controlled by wheels located
near the engines, so that the engineers can start the
machiner}' without changing their positions to any great
extent. In the boiler room will be located ten 300-horse-
power Babcock & Wilcox water tube boilers, having a
total maximum capacity of 5,000 horse-power, as occa-
sion demands. In the rear of these boilers will be built
brick smoke flues, and on the outside of the building will
be placed two batteries of Greene's fuel economizers
built by the Fuel Economizer Company of Mattewan, N.
Y. The feed water will be taken from the hot wells of
the condensers forced b}' the boiler feed pumps through
these eccnomizers, then to the boiler. The hot gases from
the boilers will pass through the economizers on their
way to the stack, thus heating the feed water to a high
temperature before entering the boilers.
It will be seen that the piping for the plant is all
independent of the building. A main header connects all
the boilers from which leads three large steam pipes
down beneath the boiler room floor to the engines,
branches being taken off at proper points to supply the
different condensers and pumps. An automatic pump and
drainage tank is located below the lowest point of anj' of
the pipe work and takes care of all water condensation.
This pump will force the drainage water back into the
boilers, thus doing awa}' with all the traps and waste water
in the plant. The boilers will be supplied with oil burning
apparatus and will secure their supply of oil from the tanks
of the World's Columbian Exposition Company, located
about 300 feet distant from the power-house. The oil burn-
ing plant will be installed by the National Supply Com-
pany, of Chicago, while it is expected that a variety of oil
burners will be used in the plant, endeavoring thereby to
ascertain the real economy of the different burners now
on the market.
The switch board of this plant will be located on a half
story above the engines, which will permit the electrical
operator, who will be located on the switch board platform,
at all times to have complete supervision of all the
machinery and electrical apparatus in the plant. The
feeder wires will be laid from the power station to the
elevated structure in an under ground conduit, provided
with the necessary drainage and means for access.
The trains, 18 in number, will be run on a iji minute
headway or 40 per hour, giving a capacity of 15,000 peo-
ple per hour. The cars are built by Jackson & Sharp
Co., of Wilmington. Del. A ten-cent fare will be
charged.
The personnel of the staff is: W. E. Baker, gen-
eral manager; R. I. Sloan, consulting engineer of the
elevated structure; B. J. Arnold, consulting engineer; C.
P. Matlack, engineer in chief; C. H. Macloskie, chief
electrician, and G. K. Wheeler consulting electrical engi-
neer.
The contractors of the work are as follows: Reming-
ing & Co., Chicago, the elevated structure and car barn;
McArthur Bros.. Chicago, Power station building ; Cas-
sidy & Victor, Cincinnati, Ohio, foundations; WiOiam E.
Dee, Chicago, sewer work; Crane Company, Chicago,
pipe work; J. H. Mathews, Harvey, 111., smoke stack.
JOHN A. COYLE.
THE first president of the Pennsylvania Street Rail-
way Association, formed December 28, 1S92, is
John A. Coyle, of Lancaster, who has also been
president of the Lancaster City and West End Street
Railway Company since its consolidation.
Mr. Coyle comes of a good Irish family on his father's
side of the house, while his mother belonged to one of
the oldest of the Pennsylvania German stock. With this
heredity of Irish quickness and sagacity and German pru-
dence John Coyle was born April 23, 1858, in Lancaster.
After a preliminary education in the excellent citj- schools
of Lancaster, young Coyle entered the famous institution
known as Seton Hall, of which the presiding genius was
bishop, now arch bishop Corrigan. From this school he
was graduated in 1877 with high honors, and having
chosen the law as his profession, entered the ofhce of
William Aug. Atlee, and was admitted to the bar in 1880
He was at once favored with a large practice and was
known as the rising attorney among the younger men
with a clientele that an old practitioner might envy.
Although Mr. Co3''le's first care is his profession, like
all men of his ability, he finds time for man}' public affairs.
He is one of the owners of the Freie Presse and the
Lantenrie, two German newspapers, is a trustee of St.
Mar3''s Orphan Asylum, St. Mary's Cemetery, several
benevolent organizations, and last but not least, guides the
destinies of the Consolidated railways of Lancaster.
In 1890 the first consolidation of the Lancaster roads
was made, followed in January of the next year by a
consolidation of the Millersville line, practically making
the roads one.
Mr. Coyle was a firm believer in electric equipment
and was one of the main supporters of a then unpopular
idea. His predictions have been wonderfully fulfilled,
however, since in the last "horse-year" 183,000 passen-
gers were carried, against 426,000 for the first electric's
year, and for the last year 1,249,250.
Through Mr. Coyle's efforts various pleasure resorts
have been placed on the line, notably Potts' park on the
east, Engleside on the south and the beautiful park of
Little Conestoga, whither concerts and amusements draw
the crowds.
Mr. Coyle's intimate connections with rapid transit, by
knowledge of its needs and legislative wants as well as
his wide experience in human affairs, makes his choice as
president of the Pennsylvania State Association one of
particular suitability.
Personally Mr. Coj'le is of that magnetic influence that
belongs to men of strong natures and of a suavity that
marks the men of affairs and of the world.
JOHN A. COYLE,
Lancaster,
President Pennsylvania Street Eailway Association.
■_'o
MONTREAL'S STREET. RAILWAY SYSTEM.
0\'ER three hundred j'ears ago, to -wit, about
this time of year. Anno Domini, 1535, Jac-
ques Cartier, captain of the ships of Francis
I, most Christian emperor, first landed in Montreal. It
was rather greed than glorj' that caused Francis to send
Cartier to the New World, for, if history says aright, his
most Christian majesty swore a most wicked swear sa)'-
ing, "I would fain see the clause in Adam's will that
bequeaths all that vast heritage to my brothers of Spain
and Portugal." However that ma)- be, brave Captain
Cartier found the great Gulf of St. Lawrence and came
on to the village of Hochelega. The captain very prop-
erly took possession of all he saw in the name of the
Its peculiar population, where the Scotch Presbyterian
jostles the Jesuit, with convent walls abutting factories
and French barristers in English courts, makes it of the
deepest interest to the scholar and the politician.
Rapidl)' increasing in population, with a large traffic,
both by land and sea, with progressive men and a rest-
less competitor across the boundary line, the future of
Montreal is assured. In 1760 its population was 3,000;
in 1S50, 57,700; in 1S70, 179,000 and in 1890, 217,000.
It was in November, 1S61, that the first street car was
pronounced tres bon by the inhabitants of the city of
Montreal.
The line was a short one, operated by horses and
CAR HOUSE — MONTREAL STREET RAILWAY.
king, and named the beautiful eminence near the town,
Mount Royal, and the settlement at its base, in later
days became to the hybrid tongues, Montreal.
With Cartier and the French priests came the French
people, of whom great numbers still live in the surround-
ing country, speaking their own tongue, so that street
car conductors and policemen must know both languages.
Canada was ceded to the English in 1763, and Montreal
became the stronghold of the English power.
Since 1840 radical and swift changes have come to
Montreal, and the beautiful city has become modernized,
and to-day is one of the best cities on the continent and
the center of commercial Canada, with banks, churches,
architecture, colleges, schools, railroads, bridges and
improvements becoming our century and our country.
using sleighs in winter. It was known as the Montreal
Street Railway Company. This name has never been
changed through all its vicissitudes, although the owner-
ship has frequently changed.
The present management is composed of R. B. Angus,
L. J. Forget, G. C. Cunningham, K. W. Blackwell and
H. A. Everett. These gentlemen bought out the Jesse
Joseph syndicate, which held the reins of power until the
present management took charge.
The road until the present year was of no particular
interest, except a very large horse line of about 50 miles,
which used sleighs every winter at a deficit and had
stormy directors' meetings to inquire at regular intervals
as to the this-thusness of things.
However, after months of patient work, and after many
26
battles with recalcitrant old fogies, and aldermen seeking
a reputation among their constituents, a change took place.
This transmogrification was born with the street railway
concession of July 19, 1892, allowing the Montreal Street
Railwa}' Company to use the overhead electric system,
known to fame as the trolley. The contract is to run 30
years, and, under the conditions named, it was necessary
to have in operation a large portion of the system. The
honor of the victory for the
new system belongs to W.
McKenzie, the energetic
president of the Toronto
street railway S3'stem, and
James Ross, connected with
McKenzie as the contractor
for the system, and H. A.
Everett, so widely known in
the States for his street rail-
way management.
Mr. Ross was president
from the beginning of the
management, but finding
that he could better further
the interests of the company
by giving more of his time
to the construction, he resigned on October 5, when L. J.
Forget succeeded him. Mr. Forget has been long and
favorably known in connection with the Montreal Street
Railway, and is a firm friend of rapid transit.
The managing director is H. A. Everett, above men-
tioned, who has so well applied his large experience and
extensive knowledge of street railwaj' work.
The tabulation is as follows, and is too remarkable not to
claim a full share of the attention of street railway men:
1891
Aug.
990,740
Sept.
1,121,999
Oct.
902,824
Total increase
1892
1,427,308
1,627,769
1,430,190
Increase in '92
436,628
505,770
537,366
ST. CATHERINES STREET — LOOKING EAST.
1,479,764
This has been accomplish-
ed with but part of the line
equipped with the new agent.
At present, 47 miles of
track are traversed by Mon-
treal cars with one-third of
the mileage electrically
equipped.
The engineer of the road
is Granville C. Cunningham,
M. I. C. E., late city engineer.
He has found nearly all the
rail in the city too light, and
the new 70-pound girder and
45-pound tram rail is rapidly
replacing the strap whereon
the horse car was wont to
glide. The new rail is made by Dick, Kerr & Co-
The rolling stock consists of 200 cars made by various
manufacturers, both Canadian and American. The Amer-
ican cars are principally from the shops of John Stephen-
son and the Newburyport Car Company', while the Cana-
dians are represented by Crossen and the La Riviere
works near Quebec. The Canadian cars are very fair
OTABLKS, Willi Klil'AlR SHOP TO THE LEFT — MONTREAL STREET RAILWAY.
On November 2, the annual report of the stock-
holders showed a remarkable increase over previous
years which is principally attributable to the influence of
electric traction in the three months previous to the
report. The net profits for the year ending September
30 was $93,880.21, as against $60,261.77 of the
previous year. Out of that amount two dividends
of 4 per cent, amounting to $71,000, having been
declared.
The reports of the three months of August, September
and October show an increased patronage of 1,479,764^
representatives of the art. The cars are 16, 18 and 20
feet in length. They are mounted on trucks from the
well known factories of Brill, Bemis and the Fulton
foundry. The wheels are made by the Buffalo Car
Wheel Company.
The cars are equipped with two motors each. The
motors are divided among the Royal Electric Company
of Montreal, the Edison and the Westinghouse Com-
panies. Their service is very hard, as there are numbers
of 10 and 12 per cent grades and a maximum incline of
14 per cent.
27
At present the power used is furnished bj- the Ro3-al
Electric Company and, as sufficient power can be rented.
the company will not now build a power house.
The copper trollej- wire is strung on wooden poles
temporarily, but iron poles will be substituted.
J^:
ST. CATHERINES STREET — LOOKING WEST.
The most distinctive feature of railway work in Mon-
treal arises from the frequency, pertinacity and depth of
the beautiful snow, which is no respecter of corpora-
tions, and falls in a cold, damp, hard-packed blanket on
the street railway tracks and the heart of the manager.
For many years the great difficulty was overcome to
some degree by the use of sleighs which made regular
trips. There were lOO of these in use.
To take care of the snow fall is an immense task, as
the average fall for the past seventeen years has been 12
feet annually. This the railway company is required by
ordinance to cart off from curb to curb, the city paying
one-half the expense.
With the advent of electric cars more extensive means
of removing the snow must be made, and the very inge-
nious suggestion is made by Mr. Ros.s, of melting the
snow. Chief engineer Cunningham works out the idea
to this effect. The heat generated from 15 tons of coal
will melt 1,000 tons of snow in 20 hours, or somewhat
more than would accumulate on a mile of street at a
depth of 12 inches. This will reduce the e.xpenses of
hauling snow from the central part of the city; with the
additional help of electric snow sweepers and track
brooms it is estimated by the engineer that the expense
of keeping 10 miles of track open can be done at a
reasonable expense, dependent on the organization of the
snow cleaning force.
The number of .sleighs will be reduced for this winter,
and as these vehicles could not be heated, and the electric
cars will be provided with hard coal stoves and Burton
electric heaters, the public will be better pleased.
On the line of the railway are found numerous resorts
which, with rapid transit facilities, will be liberally patron-
ized. Historic Mount Royal and the beautiful Sohmer
and Lacrosse parks have many attractions for both visitor
and inhabitant of Montreal.
The addition of 35 miles of new track and the final
changing of the 50 miles now existant will also have its
effect on outlying property.
The present management is a strong combination of
forces, and the street railway world looks to it for a strong
example of enterprise. President Forget and Secretary
E. Lousher are first-class men, who, with Superintendent
NEW TOWER WAGON — .MONTREAL.
jFranklin, are well acquainted with locality and people,
'while the accomplished skill and the extensive experi-
ence of Managing Director Everett does the rest.
ONE HONEST EDITOR.
THERE was much opposition in the good old city
of New London, Conn., to the introduction of the
trolley system. The daily "Day," more honest
than most papers, says: "The street railway has done
all for the town that was promised by its projectors, and
more. We make the acknowledgement now, not only for
our own satisfaction, but for the benefit of course, of our
contemporaries in other parts of the state, who are strug-
gling with the same misgivings and influenced by the
same unfounded prejudice? which led us to question the
expediency of introducing the trolley system."
28
ELECTRICITY FOR THE FARM.
A RATHER rose colored scheme for keeping the
boys on the farm is proposed by Nelson Black,
in a recent engineering magazine. Mr. Black
estimates that more than 90 per cent of the roads in the
United States could be equipped with electric traction at
the cost of $3,500 per mile, and to accomplish his Utopian
scheme, he claims that a capitalization of $10 per acre
would fit up a district 10 miles square with lines one mile
apart. In other words, an interest charge of $60 annually,
on the average farm.
Mr. Black's enthusiasm is commendable, and his plan is
to some degree practicable, but as to to the manner and
means of accomplishing the end considerable latitude
should be allowed.
As to the manner, the most feasible idea is to build a few
lines to the more thickly settled districts, and at sufficiently
frequent points on the line, place stations and loading
platforms, where the neighborhood should meet to load
the electric freight cars for market and to receive in their
wagons the supplies brought from town. This will
economize time without
waste of money, on lines
where traffic will be lim-
ited, and as lines on all
streets of all cities will
not pay, much less will
the mile-block system of
suburban electric lines
return a dividend to the
agricultural investor.
Suppose however, that
a line should be built 15
miles in each cardinal
direction from a market
town, the center of, say,
100,000 people. This
would bring a shipping point within two or three miles
teaming of at least one-half of the above number. This
is the best method if it be done.
Mr. Black's estimate of $3,500 a mile as the cost of
construction, is considerably out of plumb with the exist-
ing circumstances as to supplies, labor, and engineering
difficulties frequently to be overcome. A mile of sub-
stantial electric road, laid with 45-pound T rail, will cost
$5,000. For if built at all, it should be built in a first-
class manner, capable of any freight work that may come
upon it and be less liable to repairs. The line work is
now worth perhaps $1,700 a mile. In addition to this
first cost of construction, the power plant and attendance,
as well as rolling stock, must be accounted for, bringing
the total cost to a figure apparently not appreciated by
the granger writer.
The revenue which some might imagine as available,
from rental of power along his line, will be found to be
more theoretical than practical. The farmer must have
his teams, and would figure his "horse-power" as costing
him nothing, for with the exception of running threshers^
THE farmer's dream.
which is largely done by portable engines, his other work
requiring stationary machinery, is operated either by
wind mill or by horse-power machine, in neither of
which case is there any outlay for operating expenses.
Hence little revenue can be estimated from this source.
There is nothing, moreover, harder than convincing the
average farmer of the value of interest. He much pre-
fers the dollar in the hand to several hundred in the
future, and as to Mr. Black's method of raising the
necessary capital, it is less possible than his original
propostion.
Along certain roads with some particular advantages
of commodity and with a particular kind of people, the
idea is good, but with ordinary difficulties of construction,
with ordinary values of commodities and among ordinary
rural population, the scheme of co-operative railway
would go the way of the granger movement, the farmers'
alliance, and half a dozen socialistic villages.
We are earnest advocates of interurban roads, and
were among the earliest to point out their benefits, but
the impracticability of the road-a-mile is neither suffi-
ciently extravagant to be original, nor sensible enough
to be commendable.
" Such writers are harmful
to the best interests of
electric traction.
His death recalls an
interesting event in the
life if Dr. Siemens, who
was at one time impris-
oned for acting as second
in a duel. While there
he was allowed to ex-
periment on electroplat-
ing, and was greatl}-
disappointed when, after
a month, was pardoned.
FUEL CONSUMPTION IN THE UNITED
STATES.
THE following table gives the consumption of fuel
for the past twenty years according to the United
States census:
1870 iSSo 1S90
Gross tons of anthracite coal 13,925,229 23,580,189 40,714,721
Gross tons of bituminous coal 15,356,610 38,242,641 85,383,059
Bushels of charcoal 74,008,972 90,000,000*
Cords of wood i45.77S,i37 180,000,000*
Barrels of petroleum 5,260,745 26,286,123 34,820,306
Natural gas, value of coal displaced. No report. No report. $20,000,000*
♦Estimated.
The present consumption is equal to about 3}^ tons of
coal per annum in calorific value, per capita. A million
and a half tons of fuel have to be transported every day
in the year, and the mining and handling require a million
laborers. This does not include natural gas.
Wm. S.'Walcott has been appointed superintendent of
the Danvers division of the Lynn & Boston Street Railway.
29
LA FAYETTE ELECTRICS.
T
HE natal state of James Whitcomb Riley has no
prettier city than
"THAT TOWN OF LAFAYETTE."
Here, on the historic soil trodden by the warring bands
of redmen and the resolute early settlers, redolent with
the history of "Tippecanoe and Tjler too," down on the
banks of the Wabash dwell the 16,000 wide awake, pro-
gressive, and busy people of LaFa3'ette.
.MAIN STREET BRIDGE.
The town was founded in 1827, and has had a slow
but sure growth in population and wealth ever since.
Toda}' the carriages, farm implements, machinery, cloth,
paper, and other articles of domestic manufacture made
here are known all over the land. The town boasts of
electric traction, that what is said to be the second
Sprague system in the world was installed with proper
enthusiasm. This first electric road used seven-and-a-
half horse-power motors on the old horse cars. There
were eight motor cars in use all told, although in 1889
there was added another car equipped with Sprague No.
"«tet^
f
MOUNTING A 7.5 PER CENT GRADE.
6 motors, which were improvements over the old style,
but still crude from the present point of view.
On October 14, 1891, the road was reorganized under
the present management, and a new and modern equip-
ment ordered, with the exception of the engines and
boilers of the old plant, which were retained for the new
INTERIOR OF POWER HOUSE — LAFAYETTE STREET RAILWAY.
twenty-seven churches, three daily and five weekly news-
papers, and is besides the home of Perdue University, an
institution well known for its scientific attainments. It is
on a state foundation, and its curriculum includes a
thorough mechanical course, including electrical engineer-
ing in all its branches, with practical applications to
industries there settled.
From 1827 to 1884 the good burgers of LaFayette
wore out shoe leather and patience in walking to and
from their daily haunts of business and pleasure. The
oldest inhabitant finally died of o/er-exertion in pedestrian
e.vercise, and a valient company accepted a franchise for
a horse street railway, which was built in 1884. Three
years later the rumors of electric traction excited the
curiosity of the owners of the road, and an investigation
showed such superior merits, even at that early stage of
service, and a 220-volt dynamo used for running station-
ary motors. A contract was made with the Edison Gen-
eral to furnish six double equipments of No. 14 Edison
motors, and two dynamos of the same make of 60 kilo-
watts capacity each, together with the line construction,
switch board, and other minor equipments. At the same
time the J. G. Brill Company, of Philadelphia, was bidden
to construct five closed 14- foot cars of their best make,
and, to honor these high-class equipments, new 56-pound
Johnson T rail was laid on the entire roadbed of five
miles. Brill has furnished three more cars, so satisfac-
tory were the first ordered. These cars carry two 20-
horse-power motors, and run on Brill, and Griffin Wheel
and Foundry wheels. Brill's trucks are also used.
The power station is provided with a 130-horse-power
Hamilton-Corliss engine, now in use long enough to
;50
make it the "stand-by" and "swear-by" of the company,
by reason of its excellent performance. Hoover, Owens
& Rentschler made the two boilers, which give the best
of results, and Hoppes' feed water heater is an indispens-
able adjunct of the station. Natural gas is used as the
fuel, at a saving of two-thirds over coal. We illustrate
the burning connections.
CAR HOUSK — LAFAYETTE STREET RAILWAY.
The stationary motor business is no small item in the
year's business, consuming the 220-volt output of the two
Edison 25-horse-power generators, which drive 14
motors ranging from 'j,^ to lo-horse-power. This power
is giving excellent satisfaction in operating printing
houses, shoe factories, elevators, ventilating fans, and
METRE FOR MEASURING NATURAL GAS.
light manufactories. This rented power does not inter-
fere with the regular progress of business, and we
strongl)' advocate similar enterprise in several cases of
"too small income."
Perdue University above mentioned gives a good pat-
ronage to the road, having for three quarters of the year
eight hundred students in attendance. The bridge over
the Wabash river to the universit}' is shown in the accom-
panying engraving. Both conductors and motormen are
employed on all cars.
The present management which has raised the road to
its present excellence, consists of T. J. Levering, presi-
dent and treasurer; J. C. Welles, secretary, and J. S.
Hill, general manager.
It gives us great pleasure to introduce by means of the
graphic art the faces of the two latter named gentlemen,
and also to give sketches of their lives up to date.
J. S. HILL.
The general manager made his debut Jan. 22, i860,
and stayed on the farm until his twentj'-first year, when
his inclination towards mechanical art took him to a
machine shop at his native town of Delaware, Indiana.
Here he learned the trade which has since been so valu-
able to him. In 1SS8 Mr. Hill took charge of an electric
light plant until 1889, when he became wireman for J.
K. How, of Baltimore, with work at Washington City.
After working for the Wenstrom Company and the Marr
Construction Company, of Pittsburg, Mr. Hill went into
electric railway work with Thomson-Houston, at Brook-
lyn, in 1890. In June of the same year he became manager
of the Glen Echo road, Maryland, and in December be-
came associated with his present affiliation. Mr. Hill's
energy and practical knowledge as well as his pleasing
personality and social ability has made him the master of
every situation he has 3'et encountered.
J. C. WELLES,
the popular and efficient secretary of the company, was
ushered into this sphere of joy and tribulation November
27, 1865, at Newburgh, N. Y.
After a good preparation in the excellent common and
high schools of his native place, Mr. Wells served a
varied apprenticeship at clerical and machine work, end-
ing with a good position with the Marr Construction
Company, of Pittsburg, and going in this employ to
31
various parts of the country. Mr. Welles' life has not
been long enough to admit of much history, but the suc-
cess he has already attained bids fair for a longer biog-
raphy at some later date. He became secretary of the
THE PORTER NEW ROCKER SWITCH.
C. WELLES.
LaFayette line in April, 1892, and the success of his
efforts have been recorded in the preceding history of
the strides of the road towards life, liberty and dividends.
THE INCANDESCENT LAMP DECISION.
THE U. S. Court of Appeals has granted the injunc-
tion asked for by thfe Edison General Electric
Company against the Sawyer-Man Company
(Westinghouse). The injunction is a permanent one, for-
bidding the latter company to manufacture incandescent
lamps infringing the Edison patent. The court imposes
the condition that the Edison Company must sell lamps
for use with Westinghouse apparatus installed prior to
Judge Wallace's decision of July 14th, 1891, " Upon
terms reasonable under the circumstances of the particular
case."
No provision whatever is made for applying lamps to
Westinghouse apparatus installed since July 14th, 1891,
or that may be hereafter installed, and the question of
terms, prices, etc., for lamps for use with apparatus
installed before that date is left open, except that they
must be " reasonable under the circumstances of the par-
ticular case."
A LARGE amount of Belgian block is being laid by the
Philadelphia companies, who are using it to replace
cobble.
Henry S. Ives, the " Napolean of Finance," who dis-
tinguished himself by borrowing $23,000,000 before he
was 24 years old, is said to be forming a syndicate for
extensive purchase of street railway interests, and that
the Seligman's will back him.
THE Porter new rocker switch, made by the Porter
Tramway Switch Company, of Cleveland, differs
from all other switches made, in that the point
instead of being fixed at one end moves with an equal
motion at both ends.
As will be seen in the engraving the switch is sur-
rounded with a cast iron box. The main object of this
box is to receive the dirt that is caught in the switch.
The openings around the switch allow whatever debris is
caught in this waj- to fall through whenever the switch
is turned, thereby keeping the point free from dirt and
ice. The point is supported on a segment of a roller and
the motion is a simple tilting of the wedge or switch
point from one side of the switch box to the other. Thus
THE PORTER ROCKER SWITCH.
there can be no slipping of the switch from side to side
while the car is passing over. The combination is heavy
enough to hold eighty tons.
The switch point being only thirty inches long it
is adapted to almost any curve. If convenient sewer
connections can be made with the box, making it practi-
cally self-cleaning. They are made either single or self-
acting, and the tongue can be thrown from the car either
by electricity or a shifter lever on the front platform.
Every wearing part can be renewed in a few minutes
without removing pavement or interfering in any manner
with traffic.
This switch has been tried on several roads in Cleve-
and with great success and is being rapidly introduced
in other cities. For an appliance which is of so recent
introduction its success has been quite imusual. J. Y.
Porter is the inventor and the switch is manufactured by
the Porter Tramway Switch Company, 53 Wade Build-
ing, Cleveland.
33
THE HARRIS PATENT ANTI-FRICTION
TROLLEY BASE.
ALTHOUGH not of such primary importance as a
sound road bed, or a highly efficient motor, yet
the trolley attachment is of considerable impor-
tance in making up the best equipped electric car.
Of the many and various kinds of trolle}' bases in use
the one of which we give a sketch is well deserving of
prominence.
It is light, easy of adjustment and exxeedinglj' strong.
The stand is made from one malleable iron casting, hav-
ing an upright arm, 4 7-S inches long. The body is
MARK IS TROLLEV UASE.
also made from one malleable iron casting, and has a
sleeve fitting arm on stand, and made to revolve freely by
means of an anti-friction roller bearing.
Encased in the body are two highly tempered spiral
springs. Covering the body, and thus protecting the
springs, is a cast steel plate 25J/2 inches long and 4
inches wide, fitted to body bj- grooved joint. A rack in
the center of this plate has teeth, which are made to
mesh with teeth in steel pinion. To the steel pinion is
cast the socket for holding the trolley pole. These parts,
with a few minor fittings, comprise the whole base.
The Brooklyn Street Railway Company, Clevelandi
Ohio, say that during the twelve months since they first
put them into use the repairs on them have been nomi-
nal as compared to other trolley bases which they have
used. All parts are made interchangeable They are
manufactured by The Steel Motor Company, Cleveland,
Ohio.
AN ELECTRIC RAILWAY IN SINGAPORE.
IT isn't every country that is so advanced in civiliza-
tion that it can leap boldly from shank's horses and
palaquins to a lightning propelled carriage, without
going through the intermediary processes of wheel bar-
rows, wagons and steam engines. This thing, however,
has been done at Singapore, a city off the Mala}- penin-
sula of India, on an island of the same name, under the
protectorate of England.
The population of the island is about 275,000, com-
posed of Malays, Chinamen, Dutch, French and English.
The government is under the supervision of native
princes, with Mr. Gladstone's ministry immediately
behind the throne for decapatative purposes. The par-
ticulars of the installation are at present very meagre,
but suffice it to say that our engraving, which is made
from a photograph, shows the crown prince of Johore
MiNOAruKE KLECIKIC RAILWAY.
with a right royal retinue of sword bearers, high muck-
a-mucks and harems. The Sultan of Penang may be
recognized also by those of our readers who have met his
Terribleness, together with his first wife, Thea Nectar,
and half a dozen of his mothers-in-law.
The line is now one mile long, but is the beginning of
a longer one to be completed between Singapore and
Kranzi. The road is counting on a good traffic, from
both the natives and the thousands of Europeans who
come thither as travellers or as merchants. Three cars
were run in one train for seven days, b}' way of trial,
and the working was found very complete and satisfac-
tory. Open cars with curtains are the only ones in use^
and, while we do not admire the graceful outline of the
trolley stand and pole, we suppose they are for the benefit
of our Simian ancestors, who may wish to travel on top.
As this form of trolley pole has not been patented in
America there may be a chance for some of our readers.
The manager of the Muncie, Ind., line is going to give
a storage battery car a trial. Thus far the managers
who have experimented with -'bat" cars have been the
ones who have had the " trials."
^^
ELECTRICITY ON THE CHICAGO CITY RAILWAY.
ONE of the greatest strides electrically, for
street railway work that has taken 'place in the
year 1892, is the adoption of electricity for its
crosstown lines of the Chicago City Railway,
of which Geo. H. Wheeler is president, M. K. Bowen,
superintendent and Robt. J. Hill, chief engineer.
The first lines to be equipped are two miles on Sixty-
first street from State street to Jackson Park, with a
branch on Cottage Grove avenue to Sixty-third street;
thence on Sixty-third street to Jackson Park with a double
loop extending north and south at the park; four miles
on Forty-seventh street extending from Western avenue
east to Cottage Grove avenue; and three miles on Thirty-
fifth street from California avenue east to State street.
All the above mentioned lines will be equipped and run-
ning before the opening of the World's Fair; the balance
is finished so as to appear from the street to be two
stories high, while, in reality, it is but one story, 35 feet
in height. Red pressed brick with terra cotta and stone
trimmings forms the structure. The roof is trussed tile
and designed to carry a weight of 40,000 pounds. Sky-
lights will be placed in the roof to afford the best possible
light.
The boiler room is 56 feet b}' 128 feet, and will con-
tain 14 Mohr tubular boilers, 72 inches by 18 feet long,
each to have sixty-four 4-inch tubes and be equipped
with a Murphy smokeless furnace. Coal will be supplied
to these furnaces by a coal conveying apparatus running
from the bins to each furnace. The bins in this house
will have a storage capacity of 420 tons. The stack is
rLFTrim'-ii-i-n
c^'g,_^mitM
IMPROVED VVHEELOCK ENGINE, WITH HTLL VALVE GEAR — CHICAGO CITY RAILWAY.
of the lines that are now operated by horses will be
changed as soon as equipment can be procured and when
all complete will comprise: 108 miles of track and 350
car equipments: 200 cars will have two 25-horse-power
motors to each car, and 150 cars will have two 15 -horse-
power motors to each car.
The power plant to generate the electric current for
these lines, contain some new features; and all of the im-
provements known for the commercial and mechanical
success of such work have been taken adavntage of in
this plant.
The building is now almost completed and is situated on
Wabash avenue, between Fifty-second and Fifty-third
streets, and is 130 by 147 feet on the ground floor, and
placed in the center of the boiler room and has 7 boilers
on each side, leading the gases into it by means of iron
breechings extending over all the boilers. When com-
pleted it will be 175 feet high, 17 feet outside diameter
with a 10 foot flue the entire length. Between the stack
and the engine room there are to be two Baragwanath
heaters of proper capacity to heat the feed water for the
entire boiler plant.
The system of piping in this plant is certainly modern
in every detail. 30-inch drums 53 feet in length extend
over the entire batter}- of boilers and are connected, as
shown in the cut by means of an 18-inch copper goose
neck. From the 30-inch drums, steam is taken to each
engine by means of a lO-inch heavy steam piping, having
34
a lo-inch angle valve placed next to the drum. Copper
joints and elbows are used throughout the entire plant,
which probably accounts for the comfort now enjoyed by
Engineer Hill in his present plants.
into two sections each of the shape of a letter V on its
side; these meet at a central door which allows access to
the rear of the board. The outside of each division will
control the station apparatus, while the inside of the board,
ELEVATION OF POWER HOUSE — CHICAGO CITY RAILWAY.
The engine room is to be a fine specimen of steam and
electric equipment. The dimensions of the engine room
will be 90 feet by 128 feet and finished in white enameled
brick; the generators are to be ten in number, each of
formed by the other side of the V, controls the lines.
Most of the apparatus will be composed of marble or slate.
A separate lighting plant will illuminate the dynamo
room by 10 arc lamps and 60 incandescent lights.
HOADLEYS' COMPOUND WIND SYSTEM— CHICAGO CITY RAILWAY.
the Westinghouse No. 6 type, rated at 700-horse-power
when running at 300 revolutions per minute.
The switch board for the plant will be placed on a
balcony in front of the dynamo room. It will be divided
The engines to drive this plant are of the improved
Wheelock type, equipped with E. K. Hill's valve system.
They are ten in number composed of five pair. They
are designed to run 100 revolutions per minute with 100
pounds boiler pressure, and while so running will develop,
per pair, 1,400 horse-power. The size of the cylinders-
are 24 inches by 48 inch-stroke.
The Hill valves and their arrangement are illustrated
on pages 33 and 35. The advantages of the valve gear
need no explanations, while the ease and quickness with
which the gear may be stripped and replaced is a
recommendation.
Each pair of these engines will have an iS foot "built
up" flv wheel, weighing about 50,000 pounds. The hub
will be forced on the shaft and each arrn (10 to each
wheel) recessed 4 inches into the hub; each segment will
be bolted to arm and keyed with side keys; each wheel
will be grooved for 21 wraps oi 1% inch rope. A new
departure in transmission of power is being inaugurated
in this plant and will be watched with great interest. It
is the endless system of rope transmission and- is a com-
bination of the Dodge, Hitzeroth, Williams, Macdonald
and Hoadley patents. It is known as the compound
wind and is extensively used on the Pacific coast for
electrical work. The driven pulleys in this case are 72
inches in diameter and revolve 300 turns per minute, are
35
grooved in for 32 wraps oi i}{ inch rope and drive two
700 horse power generators. The compound multiple
SECTION OF VALVES AND CYLINDERS.
winder is 72 inches diameter, grooved for 11 wraps lj{
inch rope. The stationary and carriage tighteners are
^^^j^s^^^^^s^^^^^^^^^^s^^^^^^^^^^^^^^^^sss^^^^^^^^^^ss^sis^p^ss^Sis;^^^^^^^^!
bi^sz
^^^'^^^.v.:■;^^^k^'^^v;■;■,^^^:j■■■s^'^^^^^^;
?;^^\v'ij.Vs^'vV^m^'\\\\W^^^^^
PLAN OF POWER HOUSE — CHICAGO CITY RAILWAY.
3G
84 inches in diameter and suspended from the ceiling.
These transmissions are designed to transmit 1,600 horse
power, and when it is noted that the fly wheel face is only
39 inches in width, it is something of importance in hand-
ling large powers. The rope will be lubricated with
Bichette rope dressing and it is expected that one set of
ropes will last five years when properly handled.
This plant is being constructed and furnished by the
California Engineering Company of Chicago, Hoadley
Brothers engineers. They are having the engines
built by the Wheelock Engine Company, of Worcester,
Mass., and the Eclipse Clutch Works, of Beloit, Wiscon-
sin, who also furnish these mammoth clutches. The
rope transmission pulleys and attachments by the Dodge
Manufacturing Company, of Mishawaka, Indiana. It is
expected to have the plant in operation within thirty days.
WE PULL HIS TEETH.
INCREASED EARNINGS OF RAPID TRANSIT.
SO much has been written on what a change from
horse to mechanical power will accomplish,
readers are apt to accept the statement, but
neglect to notice in how marked a degree is the resulting
increase.
The Binghampton, N. Y., street railway is a good
example of the above, and the more so because it is not
one of the larger roads. This road shows the following
wonderful increase in the past three years: —
Gross earnings year ending Sept. 30, 1889 $12,163.40
Gross earnings year ending Sept. 30, 1892 52,250.33
Gain for July, August and September, 1S91, over 1S90 4,631.05
Gain for July, August and September, 1S92, over 1891 5,008.14
Showing a total gain of this period of three months of
1892 over 1890 of $9,629.19, the same being a gain of
73 per cent and with the same track mileage and local
conditions.
The earnings shown for year ending Sept. 30th, 1892,
were made with ten miles of the system operated by elec-
tricity; the balance by horse power. The remaining 3 J^
miles have been electrically equipped by the Bingham-
ton Railroad Company since consolidation, and operation
of the same commenced Oct. 13th, '92, and with the
same number of cars (three) for the first four weeks
earned, viz. : —
Oct. 13 to Nov. y, '92, electricity (3 cars) $1,264,80
Oct. 13 to Nov. 9, 'yi, horses, (3 cars) _. 53S 55
Earnings under same conditions and with same num-
ber of cars, for the first two weeks operated by elec-
tricity, and last two weeks operated by horses : —
Oct. 13 to Oct. 26, 'y2, electricity $680.30
.Sept. 2y to Oct 13, '92, horses _. 322.60
The growth of the cit}' of course has had somewhat to
do with this increase, but does any person imagine for a
moment horse car earnings could have made any such
showing?
The Consolidated of Toledo, O., has increased its mile-
age 50 per cent in three years, and have dropped from
650 to 80 horses.
A GENTLEMAN in the East who recently had
occasion to place an advertisement, which he
desired should reach every street railway man in
the country, sent it to the Review with a pleasant letter
of which the following is a part: —
"Your valuable journal reminds me of the Chinaman's
sign of a good dentist. When a Chinaman in his native
country desires to have a tooth extracted, he travels
'round from one dentist to another and inspects the recep-
ticles they use for teeth they have extracted. A full one
indicates prosperity and popularity'. An empty one, or
nearly so, is considered the result of a poor and unpopu-
lar dentist. Consequently the suffering Chinaman sets in
the chair that is recommended by the full basket and
feels sure he is in the right place. Your journal is the
full basket compared with the other journals that come to
my office. Consequently you pull my teeth."
Next! With or without "gas.^"
NEW STREET CAR VESTIBULE.
A RECENT invention has been made by J. E.
Foster for street car vestibules, doing away with
outside steps. Both ends of the car are similarly
constructed, but whichever is used by the motorman is
occupied by him exclusively. The vestibule is semi-cir-
cular, and is entered directly from the street. Sliding
entrance doors are placed at "D." A pivoted door opens
from the vestibule into the interior of the car and com-
pels passengers to enter and depart at their right, and is
intended to prevent a blockade of that passageway.
The car floor is elevated one step above the vestibule floor.
While the arrangement is new, objections may be made
to having passengers in leaving, step to the ground with
their backs to the car, as any accidental start would almost
certainly throw them down; and a crowded vestibule
would seriously interfere with ingress and exit and also
the opening of the pivoted door.
Stop-over Privileges Discontinued.
To avoid manipulation and illegitimate use of its
tickets, the Wabash Railroad Company has found it
necessary to discontinue the granting of stop-over privi-
leges on all kinds and classes of tickets, and after January
1st, 1893, passengers will be obliged to purchase tickets
from point to point. The new arrangement, however,
which will be fuUv explained by any of the Company's
agents, will be found to be equally as convenient to the
traveling public as the old, while the Company will be
enabled to protect itself from imposition.
37
CASS AVENUE COMPANY'S CONTRACTS.
THE three lines known as the Cass Avenue and
Fair Grounds, the Northern Central Railway,
and the Union Railroad Company, of St. Louis,
have been united under the head of the Cass Avenue and
Fair Grounds Railway Company, of which D. G. Hamil-
ton, Chicago, is president, and Captain Robert H.
McCuUoch, general manager. Contracts have been let
for $1,500,000 worth of electric equipment, allotted as
follows: Track material, Johnson Company, Johnstown,
Pa.; ties. Duff & Company, St. Louis; electrical equip-
ment, General Electric Company; engines, (three Soo-
horse power and one 300-horse-power), E. P. Allis &
Companj-, Milwaukee; twelve boilers, John O'Brien, St.
Louis; one hundred cars, St. Louis Car Company; wire,
J. A. Roebling's Sons Company.
PLEASURE RESORTS ON THE GRAND
RAPIDS ELECTRIC.
OUR readers know how great an interest is being
taken all over the country in the creation of
pleasure resorts in connection with street rail-
way enterprise. In some places the city joins with the
compan}-, as in Minneapolis, in others the burden falls
pany will also provide a first-class band to play after-
noons and evenings during the summer season of seven-
teen weeks. Toilet accommodations are provided in the
building. Fine steamers ply on the lake, and there are
pic-nic grounds, bath houses and other attractions, so that
people who go to Reed's lake for recreation can have
their choice of a variety of amusements. Another enter-
prise of the company is the dredging out of a channel
PAVILLIOX AS SEEN FROM LAKE.
between Reed's lake and Fisk lake, making them practi-
cally one, the result of a long cherished scheme of B.
S. Hanchett, Jr., the assistant secretary and treasurer.
The present general manager 'of the road is Jas. R.
Chapman. When these improvements are completed
Grand Rapids will have one of the best pleasure resorts
of any city in the country, and the whole undertaking
re&d's lake pavillion as seen fro.m the street railway.
entirely upon the road. As an instance of the latter the
work of the Consolidated Street Railway, Grand Rapids,
Mich., is a notable one.
The Reed's lake pavillion will be read}- for occupancy
at the beginning of next season. Reed's lake is situated
on the company's ground, and the site of the new
pavillion is occupied by old buildings at present. It is
the intention to remove these and put in their place a fine
n^w pavillion, that will be all that could be desired, for
the accommodation of the pleasure seeking public. The
main building will be 75x140 feet, with an L in front
75x75 feet. The lower part is open, as can be seen in
the engraving. Up stairs will be a dining-room, with
balconies leading off. The tower is to be 75 feet high
and made resplendent with electric lights. The building
will have two complete systems of water works, one for
drinking and the other for general purposes. The corn-
reflects great credit upon the company and its enterpris-
ing management. The architect of all the buildings is C.
S. Thompson, of Denver, who certainly has conceived a
structure most happily adapted to its purpose. The rail-
way tracks run direct to the main entrance.
"GREASED LIGHTNING. "
AVERY successful attempt has been made in
Portland to keep ice from the trolley wires b}- the
use of vaseline. The application is very simple.
Two men stand on a platform on top of a car and while
it is moving at the ordinary rate of speed one man
spreads the vaseline on sponges while the other applies
it. It takes about a gallon to grease the whole system
and when the weather is cold the vaseline will stay on a
long time. It is applied onlj- to the top of the wire.
3!S
^g»<^lti/0^r<p'^U!rf
LEADING STREET RAILWAY EVENTS OF
1892.
JANUARY.
Helena, Montana, Electric, opens January i.
Stout Street Electric, Denver, opens January i.
Atlanta & West End and the Grant Park railways consoli-
date.
Metropolitan, of San Francisco, begins work on the first
electric line in that city.
The Robinsons and the Consolidated of Toledo, O., sign a
treaty of peace.
Aurora & Chicago Electric organize.
Street Railway Review celebrated its first birthday
January 15.
Power house of the Uniontown, Pa., Railway burns.
Strike at Birmingham, Alabama.
FEBRUARY.
Watevvliet Turnpike & Railroad Company leased to the
Albany Railway Company.
Ann Arbor and Ypsilanti road suspended.
Baltimore City Passenger awards cable construction con-
tract to E. Saxton, of Washington, and Walker Manufactur-
ino- Company secures contract for driving machinery.
Beatrice, Neb., Rapids Transit Company buys out the
Beatrice Street Railway Company.
Death of Calvin A. Richards, Feb. 15.
Use of electricity resolved on by Philadelphia Traction
Company.
Carthage, N. Y., road bought from American Loan &
Trust Company for $35,000.
Siemens & Halske of America incorporated.
Dr. Lewis Bell resigns from the Electric World. Carl
Herring succeeds him.
Massachusetts Railway Association eats at Young's Hote
Boston, and talks snow plows.
Great Indianapolis strike.
Death of A. D. Whitton, chief engineer of the Philadel-
phia Traction Company, Feb. 23.
KARCH.
Indianapolis strike terminates.
The City Council of Ann Arbor repents and allows the
interurban to enter.
Metropolitan Elevated, of Chicago, organizes.
Missouri Railway Company's shops burnt at St. Louis,
March 15.
Brooklyn City awards its big electric contracts.
Death of Chas. J. VanDepoele, March 18.
The consolidation of the Edison and the Thomson-Houston
Companies is assured.
.4^PRIJL..
Death in SanFrancisco of Calvin Goddard, April 4, Presi-
dent of South Side Rapid Transit Company, Chicago.
Death of Samuel T. Pope, superintendent of the Chicago
City Railway.
The Chester, Pa., electric awards its contract.
The Elmira Syndicate buys up the electric railway and
lightning interests of Elmira.
M. K. Bowen promoted to the superintendency of the
Chicago City Railway vice S. T. Pope, deceased.
Boston Rapid Transit Commission reports.
Judge Cox decides the storage battery suit in favor of the
Accumulator Company.
MAY.
Northern Car Company, Minneapolis, burns May 7; loss,
$60,000.
New 2,000-horse- power engines of the Chicago City Rail-
way put in commission.
Transportation within the grounds of the World's Fair
awarded to the Thomson-Houston Company.
Detroit Citizens' Railway makes arrangements for the
trolley.
General Electric Company organizes with $50,000,000 capi-
tal; C. C. Coffin, president; A. S. Bevis, treasurer; E.J. Gar-
field, secretary.
Metropolitan Electric, of San Francisco, opens its lines.
Chicago's first elevated opened May 27.
New Orleans strike.
JUSJE.
The American Institute of Electrical Engineers meets
June 6, 7, 8, at Chicago.
Willard J. Hield becomes general manager of the Twin
Cities Rapid Transit Company at Minneapolis.
The Worcestor & Mellbury road awards its electrical con-
tracts.
Street railways along the Mississippi and Missouri rivers
suffer from the floods.
The Calumet Electric runs its first car to connect with the
Chicago City Railway.
Contracts awarded for the Duluth electric line.
JUI.Y.
Chicago & Jefferson Urban Transit Company organized.
Elgin, Aurora and Fox River Electric road is organized.
Sand storm in St. Paul stops traffic.
Montreal aldermen vote trolley rights.
American Electrical Works tender their fourteenth annual
banquet to the trade, at Providence, R. I., July 23.
AtlGUST.
Otis Elevating Railway opened in the Catskill mountains.
Griffin Wheel & Foundry Company totally destroyed by
fire Aug. 10, opened in two weeks.
Victoria, B. C, Tramway lost its power house and equip-
ment by fire, August 10.
Horses on all the roads suffer from heat.
Washington & Georgetown Street Railway opens its new
cable lines.
SEPTEUBER.
Baltimore Cable put in commission.
Tenth annual meeting of the Street Railway Association
of the State of New York, held at the United States Hotel,
Saratoga, September 20.
OCTOBER.
Eleventh Annual Convention of the American Street Rail-
way Association held at Cleveland, October 19, 20, 21 ; Soo in
attendance.
Columbia Exposition dedicated at Chicago, October 21.
Great crowds at various Columbian festivities tax rapid
transit in all the cities.
NOVENBEB.
The street railway employes strike at Columbus, O., on
account of a dime.
Lindell car barns burn at St. Louis, loss, $150,000.
Ohio State Tramway Association meets at Zanesville, Nov.
16.
Sit
The Staffordshire Tramway, of England, inspected Nov.
12. Worked by electricity.
November i6 sees the beginning of work on the Leaven-
worth compressed air, street railway.
Philadelphia's first electric road opens.
Atlantic Avenue Street Railway bought by the Philadel-
phia syndicate of the Richardsons, for $3,000,000. President
Richardson will retire.
The New York Rapid Transit commission, after two years'
work, report in favor of an underground road to cost $50,000,-
000.
Indianapolis street railways bought by the Pittsburg syndi-
cate.
DECEMBER.
New York bankers buy the New Orleans street railways
for $10,000,000.
Dr. Werner Siemens, of Siemens & Halske, dies at Berlin,
December 6.
A severe snow storm in the Missouri^ valley stops cars at
Omaha, Council Bluffs and Sioux City.
The Kansas City Elevated changed from steam to elec-
tricity and opens December 6.
Death of Jay Gould, December i.
Street Railway Review occupies its new offices, 269
Dearborn street.
Car house of West End ro.ad, Boston, burns December 31,
with $135,000 loss, and four employes perish in the flames.
Pennsylvania Street Railway Association organized at Lan-
caster, December 28.
A car on 47th street line, Chicago City Railway, run down
hy an engine of the Pennsylvania road, four passengers killed,
many injured, December 29.
Lines at Syracuse, N. Y., consolidated, December 30.
Fire completely consumes car house^and machine shops at
Milwaukee City Railway, December 28. Loss, $225,000.
Montague cable road, Brooklyn, sold, December 22.
Rapid Transit Commissioners offer underground franchise,
December 29, without success.
John ScuUin of the Union Depot Lines secures the Benton-
Bellefontaine, December 30.
THE QUICK AND THE DEAD.
ABOUT THE SUNDAY WALKER.
THE New Orleans Picayune read the following in
the Boston Transcript : "No," said the good man,
"I never patronize the street cars on Sunday. I
consider it a desecration of the day. So I walk, and I
receive my reward in an approving conscience, not to
speak of the beneficial effects of the e.xercise, nor of the
fact that I have saved 5 cents;" and then it com-
mented: "It does not follow that a man will put in the
contribution box at church the nickel he has saved in
walking to worship. The saving grace is for his own
pocket."
The Metropolitan dummy lines at Alanta, Ga., have
passed back into the hands of the Consolidated.
An Iow.\ paper relates the fall of a driver upon a
detached electric truck, which dislocated his hip, and
then dislocates his finer feelings by adding: "This is a
severe blow to Mr. Murphy."
We should say it was.
TWO papers came to us by the same mail. One was
from a well-to-do but decidedly slow town down
in Massachusetts; the other from a smaller place
but with big ideas, over in Indiana.
The Bay State paper, sailing under the refreshing title
of the "Breeze," blows about the objections which should
be raised to the invasion of the place by a proposed elec-
tric railway, and through its leaves come the mournful
sound that "if we mistake not, a very loud protest will
be heard by the legislative committee on street railways,
against the right to build a street or electric railway
through Magnolia and Manchester." The editor evi-
dently labors under the fear that the new road would
enhance the value of real estate and he will have to pay
a dollar a month more rent for a place to store a few old
type and his army press.
On the other hand the blue-jeans editor over in Hoop-
pole county is glad he is alive and in a live town; and on
the occasion of the christening of the electric road
■ delivered himself thusly: —
"It is true that the motormen on street cars should be
very watchful and cautious, and give people a chance for
their lives. But the people must remember that we are
in an age of rapid transit, and should likewise use extra
precautions and quicken their pace, to conform to the
idea of rapid transit."
Veril)', the quick and the dead.
A CHANGE OF HEART.
THE California papers which only a year ago pro-
claimed destruction and disaster as a concomitant
of the trolley, are begii:ning to chant a very
different tune. One case will illustrate this change of
heart. The Oakland, SanLeandro & Haywards electric
line, 13 miles in length, was fully described and illustrated
in a recent Review. The line has been in operation less
than one year, but already several small towns have
started along the route. SanLeandro has developed from
a ranch to a place of considerable importance, and Hay-
wards has had a lively waking up, and is rapidly extend-
ing its limits. Only last June, when a Review represen-
tative visited the power house at SanLeandro, it stood
alone. Now a long row of stores flank it on either side
on land only recentl}' devoted to farming, and concrete
walks replace the beds of weeds and flowers which
skirted the roadside.
In this connection the Oakland Tribune remarks: —
"Electric railroads are proving to be wonderful factors in
the development of all of Oakland's back country, but the
territory traversed by the Haywards line is at present
undergoing changes more marvelous than any other of
Oakland's suburbs."
The possibilities of these interurban lines in all parts of
the Union are as yet but little realized, and we predict
the construction of country lines in the near future will
be little less wonderful than the last three years in cities.
40
SCHEME TO RIDE WITH THE BIRDS.
BLOWING OPEN THE GROUND.
WHEN the ordinary citizen has nothing to do of
a Sunday afternoon, he generally thinks for
half an hour, and hatches up a magnificent
scheme for settling the vexed question of rapid transit.
While poetry and criticism and letters from " vox populi "
can be had at the sacrifice of a few sheets of virgin paper
and, perhaps, a two-cent stamp.
Yet there be schemes and schemes. " One hundred
feet in the ground " some one proposes, " through the
buildings," cries his neighbor, "elevated roads with
spurs," howls the man across the street, while just now
" one hundred feet in the air," comes the cry of Edward
Norton, the successful tin-ware manufacturer and mer-
chant, of Chicago.
Mr. Norton would, in brief, build a series of suspension
bridges from the high buildings, to run through the
alleys in the congested portion of the city, to form a down-
town terminal for the north, west and south surface roads
and the two elevated structures, with huge elevators to
lift and lower the crowds to and from the terminal points.
It is designed to use the multiple speed and traction side-
walk, described by the RK\iiiw last year, but the mana-
ger of the sidewalk says no definite proposals have yet
been received, and Mr. Norton, in an interview, stated
that his scheme was considered by engineers to be feasible,
and that, as to the company to push the construction, he
would say nothing, leaving the interviewer to imagine
.some gigantic syndicate.
NEW BUILDINGS AT SCRANTON.
THE car house and engine room of the Scranton
Pa., Traction Company, are now in process of
erection and will be completed probably about
March i. The plans were drawn by J. H. Bickford, of
Salem, Mass., which goes to show that the management
of the Traction Company thinks the best none too good.
The work is being done under the direct personal
supervision of C. M. Knight, of Indianapolis.
The car house will be on the same lot with the power
plant. The outside stone wall will be 114 feet 4 inches
long, and 93 feet 4 inches wide. This barn will accom-
modate 60 cars. Between the car barn and the power
house will be a driveway. The engine room will be 124
feet by 63 feet 8 inches, and will harbor a Corliss of
2,400-horse-povver, made by the Dickson Manufacturing
Company. Here will also be placed a vitrified brick
switch board in a vulcanized hard pine frame, with
lightning arresters and feeders. The boiler room will be
69 feet 8 inches by 68 feet, and will contain 3,000-horse-
power boilers.
A store house will be built in the rear of the
buildings. These premises are convenient to steam
roads, and a permanent switch has been built to the seat
of operations.
The citizens at Scranton owe much to the energy and
good management of the Traction Company.
ON the afternoon of November 16, 1892, at i
o'clock, Dr. R. J. Brown, of Leavenworth,
Kas., broke ground for the construction of the
Pneumatic Street Railway line. The breezes of heaven
crept into their holes while the air line made its debut.
The gentle zephyrs were abashed and the rough north
wind hid his face.
The enthusiastic promoters were in their element, and
nothing remained but to put their element to work. Com-
pressed air with expressed " nerve " would do many
things for Leavenworth. It promises ten miles of street
railway, ten factories, and tender care for each and all of
the inhabitants of Leavenworth. It will be piped into
their houses to cool them in summer and heat them in
winter. It will rock the cradle and run the sewing
machine — if it goes, and if it doesn't, the ghost of simi-
lar deceased enterprises will arise from Washington, New
York, Pullman, Paris and Chicago and plaintively pipe
" where air we at? "
There were present at the dedication: Harry L. Earle,
wife and daughter, J. W. and Mrs. Crancer, Mr. and Mrs.
Tuttle, of the »Etna Loan Company, Hon. John Hamon,
Frank Hunt, J. C. Douglas, E. Jameson, Col. Graves,
constructing engineer Henry Costello and others.
Mr. Earle made the speech of the occasion. It was
promised that the rails would be laid as fast as the road-
bed was prepared.
After this ten men shoveled for a day or two, digging
a trench about two feet deep for one block, and laying a
small iron pipe. Construction of the compressor plant
has not yet begun. As chronicled from time to time in
the Ren'iew, the scheme from beginning down to the
present time has given little promise of success, and now
that the street railway people seem likely to at last secure
their ordinance for electricity, the compressed air folks
threaten to pull stakes and abandon Leavenworth and the
$250,000 bonus still in escrow.
BY CABLE UNDER EAST RIVER.
THE New York & Brooklj'n Railway Company
has applied to the New York board of aldermen
for a franchise to construct a tunnel under the
East river. It is proposed to build from a point near
Park Row in New York to Myrtle avenue and Fulton
street in Brooklyn. President Benjamin S. Henning said
that the work could be completed in two years at a
cost of from $6,000,000 to $12,000,000. The com-
pany's idea at present is to use cable traction. If the
franchise is granted, borings will be made in the river
bed and should it prove too diflncult an imdertaking the
project will be abandoned. No difficult}' is expected
however. Geo. S. Morison, engineer of the Mississippi
bridge at Memphis, has looked over the ground and will
superintend the borings. The companj' has good finan-
cial backing and action of the two cit}^ councils is all
that is now necessary.
41
A CONVENIENT CAR HOUSE.
THE attention which has been given to convenience
in planning buildings for street railway uses
affords a sharp contrast to what was considered
"good enough" five years ago. Now, when a company
erects a new building, provision is made for the comfort
not only of officers but employes as well.
A very nicely planned building recently erected is that
of the Watertown Street Railway, Watertown, N. Y-
PLAN SECOND STORY.
The front is of stone, with stone turreted corner, and
generous sized bay window on the second floor front.
The remaining walls are of brick. Dimensions are 70
feet front bj' 152 deep. Two large entrances are for
running in and out cars, and another admits to a vesti-
bule 5 by 20 feet, opening into the public waiting room
which is 15 by 20 feet, with a toilet room for gentlemen
and another for ladies. To the rear of this is an attrac-
tive room for the conductors and drivers, 20 by 24 feet.
Returning to the vestibule, a handsome oak stairway
leads to the second story, where are domiciled the
officers of the road, in two rooms respectively 20 by 23
feet and 20 by 30 feet. Between the two rooms, are
toilet rooms and a fire proof vault 5 by 7 feet. The
IRONT EXTERIOR VIEW.
building is a credit, not only to the company, to Hinds
& Bond, the architects, but to the enterprising city of
which the Watertown Street Railway is so important
and popular an institution.
I
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"u=^ cid a^ — Tsai'~Ti5saf
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Coal liin
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PLAN FIRST FLOOR
with individual lockers for each man, extending around
three sides of the room, and large windows on the
remaining side. Chairs, tables, and brushes for cleaning
clothes and shoes are provided, together with the Street
R.MLW.w Re\ikw and other attractive reading matter.
To the rear of this room is the lamp room, surrounded
by fire proof walls. The balance of the ground floor
is devoted to car storage, with a transfer table 30 feet
long, located midway and running from one side to the
other. Pits and wash rooms are conveniently and suffi-
ciently supplied.
WATERTOWN CAR HOUSE.
A GANG of Italian laborers, at Johnstown, New York,
after working several weeks on the Cayadutta electric
road and receiving no pay, held up Contractor Coffin with
stillettos and pistols, demanding their wages. But for
the arrival of citizens with clubs and bricks, Mr. Coffin
might have needed one.
CoMi'LAiNT comes from Calcutta of the miserable con-
dition of the tramway tracks in that city. The rails are
from three to five inches below the level of the street and
are a constant menace to carriage travel.
42
STREET RAILWAY LAW.
EDITED BY MR. I'RANK HUMBOLDT CLARK, ATTORNEY AT LAW, CHICAGO.
Defective Imulation of Wirei of Electric Railway.
An electric street railway company is liable for injuries to a passenger
who receives an electric shock from the handles of the dash-board of
the car, which had become charged as the result of defective insulation
of the wires conducting the motive power.
In the opinion the Court said: "The learned council for
the defendant comp'aay made the point in his argument
that the companj' had no notice or knowledge of the
peril that a person, passing'from one car to another in the
manner that plaintiff attempted so to pass, might receive
an electric shock. He argues therefrom that the com-
pany is not liable in this action. We think the point is
not well taken. The company was chargeable with
notice that the electrical apparatus on its cars was in a
defective condition, for it appears that it had the means
of readily ascertaining whether any electricity was escap-
ing from the machine and works in the body of the car,
and knowledge must be imputed to the company that if
it escaped the iron handles of the platform were liable to
become charged therewith. The only other question
argued in the case is, whether the evidence conclusively
proves that the attempt of plaintiff to pass from one car
to the other when the cars were in motion, in the manner
he did, was negligence on his part which contributed
directly to the injury of which he complains, or, stated in
another form, was it error for the trial court to submit
the question of contributory negligence to the jury? The
testimony tends to prove that the company had no rule
prohibiting passengers from stepping from the platform of
one car to the platform of the other when the cars were
in motion, and had never given any caution against the
practice; that before plaintiff was injured, passengers on
those cars, among whom was the plaintiff, frequently did
so without objection on the part of the company; and that
the car conductors constantly passed from one car to
another when the same were in motion, in the same manner.
Moreover, while it may reasonably be claimed that there
was some peril of being thrown from and under the cars,
there was no apparent reason to apprehend, and the
plaintiff did not apprehend, the presence of any peril that
by so doing he would come in contact with a current of
electricity. Under these circumstances we cannot say
that contributory negligence on the part of the plaintiff
was conclusively proved. Hence it was not error to sub-
mit that question to the jury."
(Sup. Ct. Wis. Burt V. Douglas County &c. Ry. Co.
8 N. Y. L. Jour. 48S.
Iniftited KegligcHce — Injury to Person riiling in Wagon
Negligence of Driver of Wagon.
If the plaintiff herself was free from negligence, and
her injury was due to the concurrent negligence of the
railroad company and the person with whom she was
riding in a wagon, he not being her servant, and it not
appearing that she was the owner of the horse or wagon,
or that she had any agency or concern in procuring or
driving the same, and nothing appearing which tends to
show that she was aware of any incompetency in the
driver, the company is liable to her for all the damages
consequent upon the injury, and can take no credit as to
any part thereof on account of the contributory negli-
gence of the driver of the wagon.
(Sup. Ct. Ga. Metropolitan St. Ry. Co. v. Powell.
16 S. E. Rep. 118.)
Riding on Platform of Electric Car — Contrilmtory
Negligence.
In this case the plaintiff was riding on the front plat-
form of an electric car, and was thrown to the ground in
consequence of the car Tunning off the track. The acci-
dent was primarily due to a defective and worn-out
switch. The case was tried in the Superior Court, and
the question of negligence was left to the jury. In charg-
ing the jury the Court said: "In one respect this case
presents a novelty. The Court has decided that if a pas-
senger voluntarily and unnecessarily rides on the platform
of a steam car and there gets hurt, he cannot recover,
because the very fact that he undertakes to ride on the
platform when the car is in motion instead of riding on a
seat within the car, when he might do so, is held to be an
act of carelessness on his part, which will prevent him
from recovering damages for an injury sustained by him
while so riding on the platform; but the Court has also
decided that it is not necessarily negligent for a passen-
ger to ride on the platform of a horse-car in motion.
"The reason for the distinction is this: the steam car
is propelled or driven by a great force, the tremendous
power of steam, and is or may be driven at a very high
rate of speed, and the danger attending the employment
of great power, great forces and moving at great speed,
is greater than when the vehicle in which we are riding
is drawn or propelled by horse power at a less speed, and
therefore in this case the place in which the passenger
rides is conclusive as to the want of care, and in the
other it is a mere question of fact, to be decided by the
jury in each case. It is the extraordinary force of the
propelling power of the steam car that is decisive.
"The car in this case was not a horse car; it was pro-
pelled by electricity. If electricity is a force that may
drive the car at a speed equal to that of the steam car,
then there would be attending the employment of this
force the same dangers that might attend the employment
of steam, and whether you drive your car by electricity
at a high speed, or by steam at a high speed, would
not make the difference between danger and safety;
but it is the fact of the force, and the rapidity with
which the car is driven."
The jury found that the plaintiff was guilty of negli-
gence, and returned a verdict for the defendant. The
instructions of the Court below are held correct.
(Sup, Jud. Ct. Mass. Beal v. Lowell & Gracut St.
Ry. Co. ; not yet reported.)
43
Personal Injury by being struck by Grip car — Negligence
of Driver in Jailing to stop Car — Insufficient Evidence.
In an action for damages caused by collision with a
street grip-car, on the theory that defendant's grip-man
could have stopped the car in time to avert the injurj'
after he saw, or by the exercise of reasonable diligence
could have seen, the perilous position of plaintiff. Where
there is no evidence as to the space within which the car
could have been stopped, nor as to the distance of plain-
tiff from the car when his peril could first have been
observed, it is error to submit the case to the jurj'.
(App. Ct. Mo. Turfluh v. People's Ry. Co. 46 Mo.
App. 636.)
Boy riding on Car at invilalion of Motor-man — Liability
of Company for Injuries.
Plaintiff, a boy eight j'ears old. after opening a switch
of an electric street railroad as a service to the motor-
man, was in return invited and allowed b}- the motor-man
to ride on the car, against the prohibition of the defendant
company. In getting on the car. which was moving
slovvl}', plaintill slipped, and the car passed over his legs.
Held, that the motor-man went beyond the scope of his
authorit}'; that defendant owed no duty to plaintiff as a
passenger, and that he was not entitled to recover for the
injury.
(Sup. Ct. N. Y. Finley v. Hudson Electric R. Co.
19 N. Y. Supp. 621.)
(Note. — A contrary decision was rendered by the Supreme Court of
Missouri in the case of Buck vs. People's St. R. Co., 18 S. W. Rep. 1090,
in whicii it is stated that wlien a small boy becomes a free passenger on
a street-car by consent of the driver in charge, the Company is bound to
exercise towards him llie same care as towards other passengers. — ^Ed )
Street-car Having intoxicated Driver — Evidence — Injury
to Pedestrian.
In an action against a street railroad for injuries sus-
tained by being struck by a car, in consequence of the
driver's negligence and into.xication, evidence that the
driver had on that same trip missed a switch at a certain
street, that he had failed to respond to the conductor's
signal to stop at another street, had driven rapidly, and
that a person had been thrown down in attempting to get
aboard, is admissible as showing a series of acts indicative
of such intoxication at the time of the accident as to
incapacitate him for the proper control of the car. The
fact that the driver had had drink just before starting on
the trip, was admissible as bearing on his condition at the
time of the accident.
(Ct. Com. Pis. N. Y. Pyne v. Broadway & Seventh
Av. R. Co. ip N. Y. Supp. 217.)
Improvement of Streets — Agrectncnt liy Street Railway
Company — Contract let by City.
Where a city caused to be awarded to contractors a
contract to pave with gravel a street on which the tracks
of a street railway company were located, and which
under a contract previously made between the city and
the street railway the company was bound to plank, and
the company submits to the city a proposition to pay part
of the cost of graveling the street in lieu of its planking
contract, which proposition is acted upon. The city can-
not maintain a suit to compel the company to plank the
street, without having rescinded its action in awarding
tlie subsequent contract to have the street graveled.
(Sup. Ct. La. State v. St. Charles St. R. Co. 10 So.
Rep. 927.)
Pozvcrs of City Council — Granting Franchise to Lay
Track in A^arrozv Street.
The grafit of a right to lay a street railway in a street
where the driveway is so narrow that but 8 feet 7 3^:2 inches
will be left on each side of a street car for the passage of
teams, is not beyond the power of a city council.
(Sup. Ct. Mich. People v. Ft. Wayne & E. R. Co.
52 N. W. Rep. loio.)
Abutting Property Owner — Rig/its in Street — Damage
bv Street Railway — Space for Market Wagons.
The interest of an abutting owner in the continuance
of a market in the street is not one of his incidental rights
in the street which can be impaired by the construction
therein of a street railway, causing the market wagons to
remove elsewhere.
A double track street railway is not an interference
with the right of access of an abutting owner because
there is not sufficient space between the rails and curb to
permit teams to stand at right angles to the street.
(Ct. Com. Pis. Ohio. Sells v. Columbus St. R. Co.
28 Ohio L. J. 172.)
Passenger Standing on Car Step — Injury by Passing
Car — Defective Condition of Tracks.
A passenger upon a street car is not guilty of negli-
gence contributing to his injury by being struck by
another car going in an opposite direction, owing to the
fact that the tracks were too near each other for safety,
and that the inner rails were depressed so that the upper
portion of the cars were tilted towards each other, in
standing upon the outer rail or step, where that is the
only apparently unoccupied place when the car stops to
take him up, and he is ignorant of the condition of the
tracks.
(Sup. Ct. N. Y. Herdt v. Rochester City & B. R
Co. 20 N. Y. Supp. 346.)
Ordinance Granting Pranc/iisc — Conditions — Payment
of Percentage of Gross Earnings.
A cable street railway company authorized by ordi-
nance to operate a certain route within a city on condition
of paying a percentage of its gross earnings from all
sources, must pay such percentage upon the earnings from
an extension of its line in an adjoining village, where such
extension is operated by the same cable as the city line
from an engine within the city, since the earnings are
directly dependent upon the franchise granted by the
cit}'.
Earnings from rentals of the privilege of advertising in
the cars are within the conditions of such ordinance.
(Cin. Super Ct. Cincinnati v. Mt. Auburn Cable R.
Co. 28 Ohio L. J. 276.)
44
IMPROVED TAYLOR ELECTRIC TRUCK.
INSULATION OF COILS.
THE Taylor Electric Truck is designed purely in
the light of modern electric traction, and is an
attempt to get rid of all of the old fallacious ideas
inherited from horse-car days, and working great injury
to electric service, as it is at present. The makers
claim that this truck eliminates the " galloping," or end-
tilting, so frequent on electric roads. The main frame
of the truck is a rectangle of wrought iron bars, strength-
ened in the center by two more bars which serve to sup-
port the end of the motor. On the side bars of this frame
are bolted the jaws for holding the journal boxes. These
jaws are also supported by angle irons and by rods
running from one box to the other. It will be seen
from the cut that while the boxes are held firmly they are
allowed vertical play. The weight of car and truck frame
is supported by half elliptical springs, resting on the boxes
and fastened to side bars of the truck. The car body itself
rests on the elliptical springs, as shown in the cut, and,
instead of being fastened to the body bolster on top of
the springs, the car body is held down by two king bolts.
THE greatest objection to the use of electrical machin-
ery up to the present time has been its liability to
burn out. No class of users has felt this more
strongly than street railroad men. Owing to the hard
usage of generators and motors in such work "burn-
outs" are uncomfortably frequent, and introduce an ele-
ment of uncertaint}' both in the service and in the repair
bills, that is never pleasant to contemplate. " Burn-outs"
are not, by any means, as frequent as formerly, because
more care is taken in the construction of coils, ; nor are
they as expensive, because railway apparatus is now
universally made so as to admit the re-winding of one coil
or section without disturbing others.
At the December 21 meeting of the Institute of Elec-
trical Engineers, New York, a paper was presented on
"Micanite and its Application to Armature Insulation," b}-
C. W. Jefferson and A. H. S. Dyer. The following
abstract will be read with interest by all railway electri-
cians. Judging from the apparatus in use to-day there
has been \-ery little progress in the line of heat-proof
ra» 6-O-tV^rfL B»tt '0*6
ro» 7'0'iv^ut.Bitrr It' 6-
WHit 0*BAaiM» »./c*J Ptiati £ivt tutu mtsanSAMtJBlL
These king bolts are kept tight bj-
a coiled spring, whichis designed
to prevent the -end-tilting of the
car. The truck can be removed
from the car by taking out the
king bolts, and the wheels and
journals removed by taking out
only the bottom braces to the
pedestals.
One of the special features of this truck is the brake,
the shoe of which adjusts itself to the wheel periphery
however the car may be loaded, securing an even wear.
The brake shoe is a separate part, and can be renewed
when worn very thin, thereby saving metal and expense.
The releasing springs are adjustable, so that the shoes can
be set at equal distances from the wheels. It is claimed
that the brake shoes when worn out weigh only 3^
pounds.
The truck forms a complete and rigid unit in itself and
is fastened to the car body in a substantial manner.
The Taylor truck has been well received by managers
and are giving satisfactory service on the already large
number of roads which have adopted them. They are
manufactured by the Taylor Electric Truck Company,
Troy, N. Y.
TAYLOR TRUCK
insulation for coils, but this paper
shows that effort has not been
wanting in that direction, and the
amount of work done and number
of materials tried will surprise
those who have not known the
inner workings of our great fac-
- tory laboratories.
The paper states first, that
the difficulty of armature insulation lies in the fact that
while the insulating material must take up very little
space it must at the same time be able to withstand high
pressure, and at times, great heat. Besides this, it
must be firm. Though many devices have been used
to cool the armature, there will always be times when
the machine becomes abnormally hot. If the insula-
tion is combustible, it will become charred in time.
Shellac is the only available substance that does not have
its resistance lowered by charring. Even shellac, how-
ever, has its rigidity impaired b}' heat, and loss of
solidity is even worse than lowering of insulation. Iron
rust has proved a fairly good insulator for iron disks.
Shellaced glass is barred by mechanical reasons. The
introduction of mica probably came from its use as a tem-
porary insulator. It is used universally between commu-
45
tator segments. Mica is a good insulator, besides being
heat-proof. There are many varieties of mica differing
in chemical constitution. Another advantage of mica is
its even laminated structure. The trouble with natural
mica is that it breaks when twisted. Large sheets are
also very expensive. Water can enter between the layers.
It is easily injured by splitting during handling. It can
RAPID TRANSIT DIFFICULTIES.
MICANITE TUBE FOR INSULATING CORE PROJECTIONS.
not be neatly cut. Comminuted or pulverized mica held
together with cement has been tried. This is practically
a cement insulator, as the current can leak around between
the particles of mica without touching them. Commi-
nuted mica cement made of a mi.xture of powdered mica,
asbestos, sodium, silicate and sulphur compounds is good for
trolley wire hangers, but will melt and run when subjected
to armature heaL
Pieces of micanite were then exhibited as the authors'
solution of the problem. Three of them are shown in
our engravings. The authors stated that they were prac-
tically all mica, being made of thin sheets cemented to-
gether by a cement adapted to the purpose for which
MICANITE TUBE.
the micanite is to be used. Plates can be made of any
size or thickness. In the manufacture scrap mica is
first split up into pieces. These are then laid together by
machinery, with the edges overlapping. After the cement
is applied pressure is used, so that the cement actually-
remaining in a piece is very small, almost infinitesimal.
Micanite is superior to natural sheet mica in that it can be
cut, has more tenacitj' between the layers, and will not
absorb moisture. It is also very much less costly and
much stronger, and can be moulded in any shape. In
making a comparative test with ground mica and shel-
MICANITE ARMATURE SLOT INSULATOR.
lac, the mica and shellac softened after remaining on the
steam table a minute, while the micanite remained so solid
after five minutes that it was able to flatten a piece of
copper wire against which it was compressed, being
only slightly crumpled where the wire pressed against it.
Micanite can be used for anything from a dynamo bed
plate or armature head to a single wire insulator on an
armature. Insulation tests show that its insulation is
practically the same as that of mica. Plates of micanite
can be split with a thin knife. This substance has such
metal-like qualities that it can almost be called " insulat-
ing metal." Being made of scrap mica, an increase in
size does not enormously increase the cost, as with the
natural plate.
RAPID transit in New York has become synono-
mous with underground railroading. This is
unfortunate for the great object to be attained,
as well as for the most practical exponents of rapid transit,
the cable and the trolley. The New York .scheme, pro-
posed by seemingly intelligent men, and endorsed bj^
really reputable engineers, has one difficulty that all the
" perfumes of Araby " can not make sweet to the capi-
talist who has the dollars. It is an unfortunate thing that
the only people in this world who are contented with glory
and the good of human kind are newspaper men. From
the pulpit to the plow all, except this class, are looking for
increase on energy and capital expended. It is this diffi-
culty of dividends that is harassing the great tunnel scheme
in New York. The capitalist finds the following objec-
tions: First, the bonded indebtedness of the company is
limited to $50,000,000. The question is, What are these
bonds worth? No one knows until the road is built what
they are worth, or what the road will cost. Guesses make
the cost from forty to one hundred million of dollars.
With this uncertainty the bonds cannot sell at par. As a
bonus for buying these bonds the banks would probably
demand an equal amount of stock to the bonds subscribed
for.
Now the stocks having been given away to sell the
bonds they would produce no money for the company.
This, however, can not be done by the terms of the sub-
scription. It is contemplated that this stock shall go at
par, and 5 per cent, or $2,500,000, must be paid in at the
time of subscription. And each stockholder is individu-
ally liable to the creditors of the corporation to full amount
upaid on the stock for all debts and liabilities. These
provisions defeat the scheme more thoroughly than the
original proposition. Taking the bonds at 70, with stock
thrown in, the entire amount available to build the road is
but $35,000,000. Besides, the road must be built under
the supervision and control of the board. This will add
15 per cent to the expenses.
The only salvation for the scheme, in the mind of the
Review, is that the board be compelled to take half the
stock. This would probably kill the scheme extremely
dead and give a few practical men a chance to give New
York what it iieeds — rapid transit.
A CONDUCTOR on one of the Accelerator cars on the
North Side cable line in Chicago, recently said: "I
would rather work 16 hours on one of these cars than 12
hours on one of the old cars. It is so much easier and I
am relieved of the constant quarreling with the passen-
gers in my efforts to keep a passage way over the plat-
form so persons can get in and out of the car. I can
also handle 1 20 people on one of these cars easier than I
can 60 on one of the old style. It is the best car I ever
saw to work on, and all the conductors like them." This
is quite a compliment to the Brownell Car Company, who
built the cars, and it shows commendation from a source
well worthy of consideration.
•1()
TELEGRAPH AVENUE ELECTRIC LINE,
OAKLAND.
THE Telegraph avenue line began traffic the first of
the _vear. The electrical equipment is Thomson-
Houston throughout, and the installation has been
made under the charge of A. L. Abell. To " begin at
the beginning " the coal is thrown onto rocking grates
under Babcock & Wilcox water tube boilers. Three com-
pound condensing engines of the Lake Erie Engineering
HANDSOME DEPOTS OF THE LINDELL
LINE.
THE Lindell Railway Company, operating an elec-
tric in the above suburb of St. Louis, furnishes
examples of enterprising effort to create traffic
that are worthy of rich reward. The first of these enter-
prises was the pavilion at Forest Park, known as the
Lindell Railway Pavilion, and situated at the end of their
Washington Avenue line. The park is about ten years
1™^*
'f ' \»t
LINDELL RAILWAY PAVILION, FORKST PARK,
Works are belted direct to 120 horse-power multipolar
generators. The cars are supplied with two fifteen horse-
power motors. Thirteen cars are closed the remaining
seven are open. The motorman is protected by a vesti-
bule. Headlights are on top of cars. Light will be
plenty inside the cars and at the station. Each car has
seven 32 candle-power incandescents and the power-
house 120 " sixteens." Cars are fitted with ratchet lever
old, and up to last year no street car lines entered the
park, and no shelter was provided for the public. Presi-
dent Geo. Capen, of the Lindell Railway, initiated the
idea of running into the park, and a franchise was granted
on condition that the company erect within ten years a
$25,000 pavilion. The building erected last year is
shown in the engraving, and is 200 feet long by 60 wide,
having a floor space of 15,000 square feet. The clock
LINDELL PASSENGER DEPOT AT MISSOURI PACIFIC R. R.
brakes. Eight miles an hour is to be the speed in the
city and twelve miles an hour outside. The power house
is built with a view to enlargement when the Twelfth
street extension is built. At present it is counted that
two of the three power units at the station will be enough
to operate sixteen cars. Engineer A. Goodrich has
charge of the station.
tower furnishes an observatory affording a good view of
the park. The building is of white cut stone and yellow
brick, being finished with yellow pine, Hghted with elec-
tricit}' and furnished with janitor service.
Another undertaking was the erection of the Missouri
Pacific Passenger Depot at the end of its Vandeventer
Avenue line. This handsome building was built entirely
47
at the expense of the Lindell Railway Company, and
turned over to the use of the Missouri Pacific Railroad.
This road has the great bulk of the St. Louis-Kansas
City travel, and heretofore the Lindell people have had
to go two miles down town to the Union Depot before
they could get a train or leave one. Since the recent
opening of this new depot all passenger trains stop at
Lindell. The traveler can then go to almost any part of
LINDELL PASSENGER DEPOT, FOREST PARK.
the city over the street lines, instead of going up to the
crowded Union Depot, only to come back several miles.
Eames and Young, of St. Louis, were the architects of
both the pavilion and railroad depot, and a glance at the
engravings will show the substantial excellence of the
CA.nea kM^wNo A«.
— ■ l-f,4t'.t
work. The same firm are just starting to build a
$30,000 depot for the Forest Park, Laclede Avenue and
Fourth Street Railway, a sketch of which, as when com-
pleted, is shown in the cut.
THE RETURNS ALL IN.
AT the Cleveland convention, Jos. E. Lockwood,
secretary of the Detroit Electrical Works, pre-
sided over a meeting of supplymen, who convened
to discuss the advisability of an au.xiliary organization.
The committee then appointed to confer with the execu-
tive committee were unable to secure a report before the
convention adjourned, and now report as follows :
Mr. Jos. E. Lockwood, Chairman:
Dear Sir — The undersigned Committee appointed by you to con-
fer with the Executive Committee of the American Street Railway
Association, beg to submit the following report: That a majority of the
Committee waited upon the Executive Committee of the American
.Street Railway Association, at their headquarters at the HoUenden
Hotel, and briefly stated the case, as the time had then arrived for the
convening of the Association, and wanted to settle the matter definitely
for the present. It was moved by Mr. Lang of the Executive Commit-
tee, and unanimously carried, that it was the sense of the Executive
Committee that the association of supply men, such as was contem-
plated, ix'as not necessary at the present time.
WHAT A GOOD NAME DID.
THE death of a noted man always brings to light many
forgotten or unknown glimpses of his character,
and the death of Dr. Siemens and Jay Gould,
within so short a period, lend unusual interest to the fol-
lowing, which we find in the Electrical Review.
Jay Gould wanted a cable to be laid upon the bed of
the Atlantic ocean. He wanted to own one; why or
wherefore it matters not; he wanted to possess a cable
and that was sufficient. With this in view he telegraphed
to the agent of the celebrated firm of Siemens & Halske,
in New York, saying he wished to see him. (Millionaires
don't write letters when they own telegraph companies,
they telegraph.) The agent very prompt!}' presented
himself at Mr. Gould's office and was requested to be
seated. Awed in the presence of the great little man, he
obeyed. Suddenly Mr. Gould turned toward the agent
and said :
"You are the agent of Siemens & Halske, of Berlin?
I want a cable laid across the Atlantic ocean, and I want
Siemens & Halske to make it. Have it ready as soon as
possible, please."
When the agent had recovered from the shock, he
managed to find breath to say :
'• Very well, Mr. Gould, we will be pleased to take
your order. I shall cable to the firm and have the plans
ready for you in a short time."
Mr. Gould turned his bright little eyes on the agent
and said:
'• My dear man, I didn't ask for any plans. What
I want is a cable. Oh! I see, I beg your pardon."
Whereupon Mr. Gould pressed a button and a clerk
appeared.
" Mr. B , just write out a check for $100,000 to
the order of Siemens & Halske, of Berlin, and give it to
this gentleman. I suppose that will be enough to start
with. Come in at the end of a week and let me know
how the work is progressing. Good morning."
At the end of a week the agent again presented him-
self at the office.
" Mr. Gould, our engineers would be pleased to call
upon you at your earliest convenience. They are pre-
pared to submit their figures to you."
" My dear sir," protested Mr. Gould, " I told you before
I didn't want any plans or figures. I know Dr. Siemens.
I know the firm of Siemens & Halske, and I am sure that
whatever the doctor undertakes he does thoroughly and
to the best of his ability. I don't care about the price,
go ahead and make the cable and bring the bill to me.
But, perhaps," — and again did Mr. Gould push the but-
ton, and again was a check for $100,000, payable to the
order of Siemens & Halske, put into the hands of the
astonished agent.
In quick time the cable was finished and laid, and is at
the present day one of the best and most serviceable
under the Atlantic ocean.
Such was the handsome tribute paid to Werner
Siemens by Jay Gould.
48
49
CAUGHT ON THE RUSH TRIP.
American Street Railway Association.
D. F. LONGSTBEET, Pbesident, Denver. Col.
DR. A. EVKRETT, FiEST Viok-Phesident. Cleveland. O.
JOEL HURT, Second Vioe-President, Atlanta. Ga.
W. WORTH BEAN. Thied Vice-Pbeside.nt. St. Joseph, Midi.
WM. J. RICHARDSON, Seobetaey and Teeasueeb. Brooklyn, N. Y.
EiEOunvE Committee— The President, Vice-Presidents, and John G.
Holmes. Pittsburg, Pa-; J. D. Crimmins, New York City; Thos. Minary, Louis,
ville, Kv.; Jas. R. CHAPaiAN, Grand Rapids. Mich., and Benj. E. Charlton-
Hamilton, Ont.
Next meeting, Exposition Building, Milwaukee, third Wednesday in October.
Massachusetts Street Railway Association.'
President, Charles B. Pratt. Salem; Vice-presidents, H. M. Whitney, Boston,
Amos F. Breed, Lynn, Feank S. Stevens; Secretary and Treasurer, J H. Eaton,
Lawrence.
Meets first Wednesday of each month.
Ohio State Tramway Association.
President.^. E. Lanq, Toledo; Vice-president, W. J. Kelly, Columbus; Secretary
and Treasurer, J. B. Hanna, Cleveland; Chairman Executive Committee, W. A.
Lynch, Canton, O.
Meets at Cincinnati on the fourth Wednesday in September, 1893.
The Street Railway Association of the State of
New Jersey.
President, John H. Bonn, Hoboken; Vice-president, Thos. C. Babe, Newark,
Secretary and Treasurer, Charles Y. B.\mford, Trenton; Executive Committee,
OrncEES and C. B. Thcbston, Jersey City; H. Romaine, Paterson; Lewis Per-
RINE, Jr., Trenton.
The Street Railway Association of the State of
New York.
C. DENSMORE WYMAN, President, New York.
D. B. HA8BRO0CK, First Vice-president, New York-
JAS. A. POWERS. Second ViOE-PKESlDENT.Glen Fallii.
W. J- RICHARDSON. Secretary and Treasceeb, Brooklyn.
Executive Committee.— D. F. Lewis, Brooklyn; John N. Beckley, Rochester,
J. W. MoNamaba, Albany.
The next meeting will be held at Rochester, September 19, 1893.
Pennsylvania Street Railway Association.
JOHN A. COYLE. President, Lancaster.
JOHN G. HOLMES. Vice president. Pittsburg.
H. R. RHODES, Second Vice-president, Williamsport.
L. B. REIF8NEIDER, Secretary, Altoona,
WM. H. LANI0N8, Tbeasdeeb, York.
Next meeting .
Arizona.
Phoenix, Ariz. — H. L. Wharton has been granted franchise for one
and one-half miles of electric railway before March 7, 1S93; Joseph
Campbell, mayor,
Tempe, Ariz. — The electric line, which T. W. Hine, of Phoeni.x, has
promoted, will be built, passing through this city and extending to-
Phoenix and Mesa. Completion is promised in six months.
Arkansas.
Hot Springs, Ark — An ordinance is in process giving the Hot
Springs Company electric rights and some extension of privileges.
California.
Coltok, Cal. — The electric to connect Rialto, San Bernardino,
Bloomington, Riverside and Colton, it is said, will be pushed rapidly
next spring.
Nevada City, Cal. — Peter Tautphaus, president Providence Mining
Company, heads a scheme to build an electric to Grass Valley.
Oakland, Cal.— S. and W. Meek, W. E. Meek, W. J. Sanders ask
franchise for an electric.
The Council will compell E. C. Sessions to erect iron instead of
wooden poles.
Oakland, Cal. — The old Mctz line charter to Alameda has been
changed to allow electric.
Oakland, Cal. — The branch of the Berkeley electric down Thii
teenth street is to be in operation February i.
Oakland, Cai..- llie Highland Park & Fruitvale Railroad has
secured the passage of its ordinance granting valuable street rights in
this city. E. C. Sessions is president.
Oakland, Cal. — Mayor Chapman has signed the ordinance giving
the Oakland Railrcid Company permit to substitute electricity for
horses. Road owned by Pacific Improvement Company. J. Y. Loring,
superintendent.
Santa Anna, Cal. — M. J, Bundy has been granted right-of-way to
Garden Grove, Westminster and the Beach. The road will be com-
menced soon.
San Francisco, Cal.— The Fowler & Durand, and the West Shore
franchises have been passed by council.
Santa Rosa, Cal.— John Wharton Morris, of Oakland, asks for
electric rights. Road to begin building in six months.
Chicago.
Chicago. — The Cicero & Proviso will extend a new line to Maywood.
Company will bridge the Desplaines river.
Organized: The World's Fair Rapid Transit Company; capital
stock, $150,000; incorporator, W. H. Murdock.
Chicago.— South Side Urban Rapid Transit Company, capital $500,-
000; incorporators, G. H. Smith, J. Meredith Davis and Lafayette, Kirk-
patrick.
Chicago — Organized: The Chicago General Street Railway Com-
pany; capital stock, $3,000,000; incorporators, Lyman M. Paine, H. L.
Burnetle and Chas. L. Hull.
Chicago. — The Great Western Electric Company will at present say
nothing about the reported change of base to Duluth. Manager says it
is only an idea for discussion, but will not deny.
Chicago. — The Globe Storage Battery Company, organized at
$1,000,000; J. H. Wheeler, S. Kapig and L. Dumas. H. C. Porter, secre-
tary, Des Moines, la. Traction and other purposes.
Chicago. — The Chicago, Lake View & Suburban Railroad Company,
organized at $500,000 to construct electric from Chicago to Waukegan.
WilliamlJ. McGarigle, Henry Jampolis, John McKeough Henry South-
worth and J. G. Jenking are the incorporators.
Chicago. — The Chicago & Calumet Valley Railroad incorporate to
build in southern part of city, through Lj'ons, Worth, Palos and La-
monte. Capital, $500,000. Board of Directors are: John G. Campbell,
John Barton Payne, Henry S. Ritter, Wm. Brace and Cornelius V.
Smith, all of Chicago.
Chicago. — Organized: The Chicago Suburban Transit Company,
Chicago, capital stock, fi,ooo,ooo; incorporators, Andrew Christ
Thorbjornson and William W. Riley. Organized: The Chicago Street
Air Brake Company, Chicago; capital stock, $200,000; incorporators,
John A. Kruse, James Hanley and David Reed.
Colorado.
Denver, Colo. — The Denver and Globeville Street Railway incor-
porated at $10,000; R. G. Head, J. H. Head, W. S. Renean; horse line.
Denver, Col. — The Standard Railway Supply Company, Monad-
nock building, Chicago, has sold the Tramway company stoves for their
suburban trains.
Denver, Col.— Otto Meats, president "Rainbow Route" of the Rio
Grande, has returned from the East, where money was raised to build
the Ouray electric ; eight miles long. Will carry freight also.
Denver, Col. — The Denver, Mt. Olive & Golden Railway Company
incorporated to build from Golden; capital stock, $125,000. Office at
Denver; incorporators, Charles E. Tallmadge and Daniel Sayer, of
Denver, and Ira Coulehan, Charles Fisk and Elwood Easlcy, of [offer-
son county.
50
Denver, Col. — Denver & Westminster Railway Company organ-
ized; capital, $1,000,000, D. R. C. Brown, the Aspen millionaire; J. W.
Downing, of Aspen, R. W. Woodbury, of the Union National Bank,
Mitchell Benedict and H.J. Mayhani are in the directory. Line to be
electric, five miles long.
Trinidad, Col.— Council has revoked old franchise. Best chance
in the state to organize a railway; 8,000 people.
Trinidad, Col. — A proposition for electric in place of horse car has
been presented by the Mountain Electric Company, of Denver.
Connecticut.
Ansonia, Conn.— The Birmingham & Ansonia Horse Railway asks
large extensions and right for increase capital slock to $150,000.
Bridgeport, Conn. — The East End Railway Company asks fran-
chises on new streets and extensions on old ones.
Hartford, Conn. — Ralph and Frank Cheney will incorporate the
South Manchester Light, Power & Tramway Company. Said to be
a go.
Hartford, Conn. — An electric is being agitated to run to Rockville.
State Treasurer E. S Henry, Col. F. J. Maxwell and W. H. Prescott
are leading promoters.
New Haven, Conn. — Henry Sutton and Chas. K. Bush, of Orange
will petition the legislature for incorporation to build an electric from
this city to Derby, and on various streets in the two places.
Norwalk, Conn. — The Tramway Company will ask of next Legis-
lature right to run through the towns of Norwalk, Darien, Stamford.
New Canaan, Westport, the city of South Norwalk, the borough of
Norwalk, the borough of Stamford and borough of New Canaan.
MooDus, Conn. — Charter is to be asked for the Moodus, Marlborough
& Glastonbury Electric. Power to be supplied from Leesville.
Stonington, Conn. — Notice is given that a petition will be made in
next legislature for a charter for an electric line here.
Wallingford, Conn. — The Wallingford Electric Tramway Light &
Power Company organized by prominent home men : Rev. Father Mal-
lon H. F. Hall, W. D. Wilson, et al. Scheme considered sure and pros-
pects for patronage good.
District of Columbia.
Washington, D. C. — Bill introduced to incorporate the East End
Electric to run within the city. Stock 250,000; incorporators: William
Lee White, George J. Seufferle, John E. Herrell, Charles Barker, Albert
Carry, George W. Moss, Isaac Childs, Thomas J. Brown, John D. Crois-
sant, John F. O'Neill, John H. Oberly, A. S. Lindsay, John L. Vogt, R.
S. Saunders, Francis A. Kennedy, E. E. White, Samuel Cross, R. Lee
White and M. D. Brainard of the District of Columbia and R. R.
Glover of Kentucky.
Also introduced, a bill to incorporate the Washington & Marlboro
Electric Railway. Incorporators are James G. Berrett, Charles E.
Creecy, William I. Hill, Robert A. Howard, George J. Johnson, John
A. Luttrell, Chas. C. Lancaster, James T. Perkins, Archibald M. Bliss
and John W. Belt and their associates.
Florida.
Tampa, Fla. — The Consumer's Electric Light ,& Power Company is
ready to lay track on certain streets and establish service, but are waiting
for bonus.
Georgia.
Atlanta, Ga. — F. I. Stone has secured the contract to build and
equip 7 miles of electric railway here. Will also build and equip the
power station.
AuGl'STA, Ga. — North Augusta, Langley, Graniteville and Aiken are
to be connected with an electric. Maj, W. T. Gary has taken the fran-
chise before the legislature.
Idaho.
PocATELLo, Ida. — A. A. Courter, L. S. Keller and W. J. Scott have
applied for electric franchise. As another company is bidding, the
scheme seems assured.
Illinois.
Alton, III. — Eastern stockholders of the C. B. & Q. have bought
the street railway here, and will extend and electrify. A. M. Farnum,
Windsor, Vt., is chief promotor.
Bloomington, III.— The Bloomington City Railway, after a big
fight, have been granted an ordinance by the City Council to lay T rails
on all its lines. The company will build some extensions in the spring
Galesburg, III. — The Galesburg Electric Power & Motor Company
has elected officers as''follows: President, W. Secord; secretary, H. F.
Arnold, and superintendent, Wm. Wise; $80,000 has been expended on
the system.
Ottawa, III. — W. Y. Soper proposes to unite the City Passenger and
the Electric, and issue transfers with franchise for thirty years.
Pekin, III. — W. L. Prettyman is obtaining right of way for his line.
Pekin, III, — Pekin Rapid Transit Company, organized; capital stock,
$100,000; electric; W. L. Prettyman, J. J. Reed and Chas. Karchen.
Peoria, III. — The AveryVille trustees have given right-of-way to the
Peoria Heights Railway. Theo. J. Miller, of this place, and C. W. Con-
stantine, of Springfield, O., are heavily interested.
Utica, III. — The General Electric and Chicago has already com.
pleted its survey for an electric to the clay beds. Line used for freight.
Indiana.
Brazil, Ind. — Officers are elected Rapid Transit Railway here: Geo.
Van Ginkel, president and treasurer; J. D. Sourwine, vice-president; R.
I. Baylees, secretary.
Brazil, Imd. — The Brazil Rapid Transit Electric Street Railway is
making solid progress. Is asking $8,000 bonus to build to Harmony.
Will probably get it.
Elkhart, Ind. — C. W. Fish is appointed receiver of the Elkhart
Electric Street Railway which owes $85,000.
Redkey, Ind. — There is a good opening here for some one to build a
line to connect this place with Dunkirk. Natural gas here in abund-
ance. (Redkey, population 2,000; Dunkirk, I,Soo.)
Shelbyville, Ind. — The Shelbyville Electric Street Railway has let
contract for power house, and track work will commence at once.
Valparaiso, Ind. — A scheme to unite the town! of Hammond, Val-
paraiso and LaPorte is on foot. The Hammond & East Chicago line is
the first of which the organizers are: C. F. Grifiin, A. R. Sliroyes and
W. H. Fitzgerald; capital $200,000, organized at Indiantpolis.
ViNCKNNES, Ind. — Plans are being made for an electric to Monroe
City, a distance of 15 miles. Local capital is interested. Line will carry
baggage, mail and express.
Brazil, Ind. — J. D. Sourwine, representing the Des Moines syndi-
cate, has been granted a franchise for the Brazil Rapid Transit Company.
Sourwine may be found at the Chamber of Commerce building, Chicago.
He is a Brazil man.
Iowa.
Keokuk, Ia. — The Keokuk Railway & Improvement Company has
been organized, with a capital stock of $1,000,000; to run 50 years.
Wm. Ballinger, president; W. C. Anderson, secretary.
Siou.\ City, Ia. — Sioux City & Leeds Elect: ic will soon begin build-
ing its own power plant. More equipment.
Sioux City, Ia. — A. B. Peavey, superintendent of the Sioux City
Street Railway, has resigned, to lake effect January ist. Will go into
usiness, and be succeeded by 1. B. Walker, present electrician of com-
pany.
Kansas.
Leavenworth. Kas. — City council has quashed the Putnam fran-
chise.
Leavenworth, Kan. — The Leavenworth Electric Railway is before
the council lor franchise. The opposition from the Earl Compressed
Air Scheme has weakened, and the electric ordinance will undoubtedly
now pass. Wm. Dill, attorney for petitioners.
51
Kentucky.
Covington, Ky.— Registers are being placed on tlie Covington cars.
OwEXSBORO, Kv.— Organized: The Oweneboro Electric Car Com-
panv, capital, $600,000.
OwENSBORO, Kv.— J. N. AIsop and W. E, Whitley have bought con-
trol of the railway. The new company will endeavor to put in an elec-
tric immediately.
OwENSBORO, Kv.— R. H. Neely, superintendent of the Owensboro
City Railway, states his company intend putting in electricity. Prob-
ably stimulated by the Owensboro Electric Railway, recently incorpo-
rated.
Maine.
Elsworth, Me. — Electric railway it being agitated here.
Mexico.
City of Mexico. — J. S. Clarlison, ex assistant postmaster general; V
T. Meek, president of the Colorado Iron Company ; R. W. Clay, of Phila-
delphia, and T. H. Blakewell, of New York, are said to have bought the
tramways here for from seven to nine million dollars. They intend to
work the road by electricity. The plan is a paying one and the report is
probably correct.
Manitoba.
Winnipeg, Manitoba.— The motion of the old Street Railway Com-
pany to enjoin the electric railway from running cars has been dismissed
and the cars are now to run.
Maryland.
Baltimore, Md. — The Maryland Electric Company is capitalized at
f 2, 000,000. W. T. Putney, of New York, president; A. J. Carr, secre-
tary: R. T. McDonald, of Ft. Wayne, is also interested. The company
will do light, heat and power business, and controls all Edison patents in
this vicinitv.
Haggerstown, Ml) — ^J. C. Blackwell, .S. Murdock, R. H. Edmonds
and others, of Baltimore, and Col. Wm. F. McCar-ty, of this place, are
before the council for ordinance to construct electric railway. Success
almost sure.
Upper Marlboro, Md — H. W. Clagett, J. W. Belt and Jas. T. Per-
kins, of this place, are incorporators of the Upper Marlboro & Washing-
ton Electric Railway.
Massachusetts.
Lawrence, Mass. — The big street railway deal, consolidating the
Lowell Haverhill & Lawrence, the Haverhill & Groveland, and the Mer-
rimack Valley road is engineered by John U. Heckley and his syndic.ite
of Rochester from their Boston office.
Lowell, Mass.— The Lowell, Haverhill &: Lawrence Street Rail-
way petitions for rights to build in North Andover and Bradford. It
asks also the right to buy the Groveland road.
Newton, Mass.— H. B. Parker, G. W. Morse, A. R. Mitchell, et al.
incorporate the Newton & Brighton Street Railway Company; capital
stock, $100,000. There is said to be no antagonism with the West End
Rockland, Mass. — The Abington & Rockland Electric have secured
an extension of franchise to August i, '93. Company promise to begin
work in Mav.
Worcester, Mass. — The directors of the Consolidated voted to peti-
tion for right to double track its entire system, and also ask for further
extensions. The company will erect a large power station as soon as a
convenient site can be secured. The horse-power will be 2000, provided
by five triple expansion engines of 500-horse-power each. There will be
ten generators of 250-horse-power each. An enormous iron building,
two stories high, will be built to store 100 large electric cars. Paint and
repair shops will occupy the upper slory, together with the office of the
company, while the lower floor will accommodate the cars. It is
intended to equip the entire system of twenty-five miles or more with
electricity by June, 1893.
Michigan.
Detroit, Mich.— Bela Hubbard, C. B. Hubbard, R. H. Fyfe and
others petition for a street car line on Warren avenue. Bids will be
advertised for franchise.
Detroit, Mich. — Homer Warren, R. H. Fyfe, Collins B. Hubbard
and others are seeking franchises on Jefferson avenue. Supposed to
represent a new company.
Detroit, Mich. — The Detroit Suburban Railw.ay Company has
bought in the Highland Park Electric for $125,000. The new purchas-
ers will spend $100,000 in improvements.
Detroit, Mich. — The new Metropolitan Railway Company, of which
A. E. Riopelle is president, has filed a petition to operate a street railway
by electricity. The stockholders say they mean business.
Detroit, Mich. — Eber W. Cottrell has secured a franchise for ninety
nine years in Greenfield township for a street railway to run from
present terminus of Grand River Avenue line. Two miles must be laid
in two years.
Detroit, Mich.— At a director's meeting of the Citizens' Street Rail-
way, the secretary was ordered to get plans and specifications for sixty
new cars. Half to be motor cars, other half so constructed that they
can be changed from trailers to motor.
Detroit, Mich.— C. W. Harrah heads a syndicate which has bought
he Windsor, Ont, electric road. The line was electric only in name,
and horses will be still used until May i, by the former owner, Mr.
Boomer. Then the road will be delivered and electrified.
Gladstone, Mich. — M. B. Koon, W. D. Washburn, Jr., and W. D.
Hale have been granted a franchise to construct a street railway here,
which must be in operation prior to Jan. i.'gj. Any but steam locomo-
tion or animal power may be used.
Ionia, Mich. — A project is onfoot to dam Prairie creek to furnish
power for the electric railway. Mayor Davis, L. B. Townsend and Sur-
veyor Crawford are looking over the ground. The road is projected by
Sam Tibbitts.
Kalamazoo, Mich.— W. F. Davidson, of Port Huron, Mich., bought
in the Kalamazoo City & County Railway at $32,000. Davidson rep-
resents the General Electric.
Lyons, Mich.— H. R. Wagar, the capitalist of Ionia, proposes to use
the water power here for the power of an electric in both and between
these cities.
West Bay City, Mich.— The Philadelphia syndicate has bought the
lines here and in Bay City. Price $350,000 for the twentv-five miles.
To be changed to electricity in the spring.
Minnesota.
Duluth, Minn.— The Minnesota Point Street Railway Company
has had its right-of-way confirmed in the village of Park Point. Animal
or pneumatic power to be used. R. W. Petre, A. McDougall, R. P
Edson, Bernard Silberstein et al.
Minneapolis, Minn.— Arrangements are about complete for the
reorganization of the Northern Car Company. New stock to the
amount of $50,000 is to be subscribed, and the factory will be located at
CoUnnbia Heights.
Mississippi.
Vicksburg, Miss.— C. R. McFarland is now receiving bids for
material to construct an electric road. Light and power will be sold in
addition to operating cars.
Vicksburg, Miss.— C. R. McFarland, J.J. Mulligan and L. W, Ma-
gruder, of Vicksburg, incorporate the Vicksburg Electric Transit Com-
pany.
Missouri,
Kansas City, Mo.— The Wyandotte ordinance is likely to pass.
St. Louis, Mo.— The St. Louis & Madison Bridge Transfer Com-
pany ; capital .$350,000, to build electric roads and wagon way over the
Merchants' bridge at North St. Louis.
oa
JoPLijt, Mo. — The Southwest Missouri Electric Railway Company
has received a franchise between here and Webb City.
Kansas City, Mo. — West Side Street Railway will extend from
present terminus at Eighteenth street to Quindaro. Bonus now raised.
Geo. H. Churchill is appointed receiver of the Tenth Street Cable
in place of H. P. Churchill, resigned; Supt. Frank Phillips remains.
St. Louis, Mo. — O. D. Tucker will press his elevated franchise
scheme by introducing a bill into the house of delegates.
St. Louis. — St. Louis Traction Company filed papers of agreement;
stock, $2,000; James Campbell, iS shares, W. T. Reed and W. S. Cor-
coran, I each.
F. L. Thomas, of Belleville, has applied for rights in East St. Louis.
St. Louis. — The Kirkwood, Webster Groves and St. Louis Railroad
makes a new offer. They will construct and operate a line to cost
$300,000 if local parties will subscribe $100,000 and take second mort-
gage bonds, payable when the road is running. August Heman is presi-
dent; J. D. Housman, Jr., secretary.
Nebraska.
Omaha, Neb. — Car stables at Albright near South Omaha, one car
burned ; loss, $5,000.
New Jersey.
Bridgeton. N. J. — The council has received an application for charter
from the Bridgeton Rapid Transit Company. Capitalized at $100,000;
incorporators, T. U. Harris, J. Smalley, W. O. Garrison of Bridgeton;
E. V. Douglass, W. P. Douglass and P. Newbold of Philadelphia. The
company expects to introduce the Conelly motor.
Newark, N. J. — The Worcester Traction Company has incorporated
under New Jersey laws for $5,000,000 to buy, sell and operate street
railways.
Newark, N. J. — Worcester Traction Company, organized to buy, sell
build and operate street railways by Edward A. Dennison, Edward J.
More, and C. F. Stephenson, of Philadelphia, Stephen E. Haas, of
Chester, Pa , and Thomas C. Barr, president of the local electric lines
here, incorporators. The capital, $5,000,000.
New York.
Brooklyn, N. Y. — The Brooklyn & Jamaica Plains, electric, has
decided to extend to Wood Haven. Other extensions will follow.
Brooklyn, N. Y. — The Montague Cable Line has been sold. Buy ■
ers not yet known.
The Brooklyn City has received a franchise for new lines on Flushing
avenue, Fresh Pond road and to Bowery Bay beach.
Brooklyn, N. Y. — The Brooklyn City offers $250,000 for franchise
on about 50 streets. This is the first oSer of compensation for fran-
chise.
Gloversville, N. Y. — H. Walter Webb of the New York Central
has acquired the Fonda, Johnstown & Gloversville electric
Ilion, N. Y. — Frankfort & Ilion Street Railway, electric, asks rights
between the two towns. A. J. Douglass, president board of trustees.
Jamestown, N. Y. — Superintendent Maltby says his company will
double track their line to Falconer.
Lockport, N. v. — The Lock City Electric Railway Company has
received its franchise and put up forfeit. Work must begin by Ma}- i
and finished by Sept. 1, 1893. This ends the fight.
New York City. — The Kings Company Electric has applied for
extensive additions. The road will be second in mileage to the Brooklyn
City.
New York City. — New York, Mapleton & Van Pelt Manor Elec
trie has elected A. D. Baird, president; W. P. Rae, secretary, and will
build to the Thirty-ninth street ferry to Twentieth and Cropsey avenue.
Lexington Avenue Railroad Company has organized; capital,
$75,000; A. Lazarus, Albert J. Elias. Henry Hart, E. Lauterbach, direc.
tors.
New York City. — The Broadway cable is to be extended to iioth
street, and a $500,000 forfeit put up. The Columbus & Ninth Avenue
Company bought the franchise but W. C. Whitney, of the Metropolitan
brought down the check.
New York City. — Incorporated: Columbus & Ninth Avenue
Railroad, $3,000,000; Pavonia Ferry Railroad, $5,000,000. Former will
construct 3 miles; latter 7 miles. Directors: both corporations the same
N. Brady, of Albany, Phillip E. Bray, John Seage, Howard Vansideren,
Edward Ferrero, James J. Traynor, John J. Gumming, James R. Breen
and Samuel Goldsticker, of New York.
New York City. — The great auction of the franchise for the under
ground rapid transit sj'stem, formulated by the Rapid Transit Commis-
sion, was held December 29 and just one bid made — and that not in
accordance , with advertised terms. One-half of i per cent of gross
earnings and $500 annual rental was offered for 999 years. Commis-
sioners_^will immediately tackle the question of elevated transit.
Niagara Falls, N. Y. — W, Carroll Ely, of this place, seeks rights to
build an electric to Buffalo.
Rochester, N. Y. — Rival companies ask new franchises. The
Rochester City stands the best chance of gaining them.
Rochester, N. Y. — The Rochester, Windsor Beach & Irondequoit
Bay Railway organized with Stephen Remington, president; \ice-presi-
dent, Charles Goetzmann; secretary and treasurer, Frank J. Hone; direc-
tors, the above named and A. J. Johnson, George Weldon, George W.
Archer, Joseph W. Palmer, John Fahy, John VanVoorhis, William
Moran, Max Brickner, Henry Gallagher, I. C. Tone. The capital stock
of the new company is $1,000,000.
Rome, N. Y.— Charles D. Haines, of the firm of Haines Brothers,
New York, will probably get possession of the road here. Conditions
are that the firm is to equip electrically and secure the bonds of the com-
pany.
Waverly, N. Y. — Incorporated: the Interstate Traction Company,
to build surface road; capital ijijo.ooo; directors, Arthur, William and
Edward Frothingham, M.J. and E. G. Wightman, and James H. Torrey,
of Scranton, Pa. ; J.T. Sawyer, J. B. Floyd, and Fred A. Sawyer of
Waverly.
White Plains, N. Y. — An electric from Tarrytown to this village
and from here to Port Chester, L. I. sound is talked of. A stage com-
pany does a good business and an electric could do better.
Ohio.
Cincinnati, O. — The Cincinnati Street Railway are asking permis-
sion to electrify some of their present lines and to coubtruct an inclined
plane as a part of the new lines asked.
Cleveland, O. — St. Clair street electric franchise granted to the
Cleveland cable.
Lancaster, O. — Frank Barrett and A. Bauman have gained their
electric franchise. Contracts will soon be let.
Marion, O. — Clark Rude, of Sandusky, and Reid Carpenter, of Mans-
field, secure contract for construction of electric line here. They are
now receiving bids for all material and equipment. Five cars will be
bought. Line must open July 1st, '93.
Warren, O. — Contract for constructing the electric from this city to
Niles is let to the Pennsylvania General Electric Company, of Pittsburg,
for $100,000. Road must be delivered June-ist.
Youngstown, O. — The south-city franchises have been accepted by
the street railway company.
The Third Avenue line has certified to extensions.
PiQUA, O. — The Miami Valley Railway Company, of this city, are
considering the construction of an electric line from this city to Coving-
ton and Bradford, with an extension to West Milton and Dayton. Com-
pany will incorporate soon.
WoRTHiNGTON, Ohio.— The directors of the Worthington, Clinton-
ville & Columbus Street Railway Company effected a permanent organ-
ization. President, O. W. Aldrich; vice, J. M. Milne; secretary, R. M.
Weaver; treasurer, H. C. Cooke; executive rommittee, O. VV. Aldrich,
H. C. Cooke, J. M. Loren, A. M. Milne and H. W. Wright. The board
determined to investigate the practicability of using the storage system
for their electric cars.
Marion, O.— The Marion Electric Street Railway Company has
elected officers as follows; Daniel Babst, president; W. E. Scofield
secretary ; Harry True, treasurer. C. H. Norris and W. E. Scofield were
appointed a committee to confer with the Electric Light Company regard-
ing their furnishing the power.
MiDDLETOW.v, O.— A New York capitalist wants to build an electiic
here. A local company unites in the deal, and the work will begin early
in the vear.
Cleveland, O.— The Johnson Electric Company has transferred its
business to the Steel Motor Company of this city. F. J. Lewis is the
manager of the new company.
Columbus, O.— Transfer tickets are to be issued by the Columbus
Consolidated.
Troy, O.— Col. W. P. Orr says that the Miama Valley Electric Rail-
way Company has bought all the stock of the old Piqua Electric. The
interurban to Piqua will not be built by this company, and a good oppor-
tunity is offered for anew company.
WoosTRR, O.— Council has a proposition from B. M. Barr for the
Thomson- Houston Electric Company, of Cleveland, to construct a street
railway in this city.
Columbus, O.— The directors of the Worthington, Clintonville &
Columbus elected officers. President, O. W. Aldrich ; vice president,
J. M. Milne; secretary, R. M. Weaver; treasurer, H. C. Cooke; execu-
tive committee, O. W. Aldrich, H. C. Cooke, J. M. Loren, A M Milne
and H. W. Wright.
NiLES, O.— The Warren-Niles road has re-organized, with H. G.
Chresty president, A. D. Sillisas, vice president, and E. D. Kennedy^
secretary and treasurer. It is now promised that the road will be in
operation by June ist.
Cleveland, O.— Citizens petition the city to build a line to Gordon
Park. The director of public works is to take charge.
Osborne, O.— Stock subscribed for an electric from Dayton to
Osborne.
Oklahoma.
Guthrie, Oklahoma.— W. D. Ford, president of the Guthrie Elec-
tric Railway Company, is advertising for ties and will receive bids for
material on electric line.
Ontario.
London, Ont.— Everett & Grace, of Montreal, have bought the con.
trol of this line and will electrify soon.
Windsor, Ont.— The street railway electric power house burned.
December 26th.
Hamilton, Ont.— Strong efforts are made to put the H. W. & G
Electric road through the village of Waterdown and East Flamboro.
Oregon.
Portland, Ore.— Portland capitalists have bought the controlling
interest in the Salem Electric Railway & Light Company.
Portland, Ore.— The Multnomah Consolidated is being importuned
to construct a line .on Union avenue. The company is also seeking
further franchises.
Salem, Ore. -Geo. B. Markle, S. Z. Mitchell, E. P. McCormack
incorporate the Salem Consolidated Street Railway for 1500,000.
53
Pennsylvania.
Easton, Pa.— Philacfelphia capitalists have options on the Reading
roads, Mt. Penn gravity; Neversink Electric and other roads.
Pittsburg, Pa.— The Larimer Street Railway Company Ordinance
has been passed.
The Morningside & Highland Park franchise was amended to death
and then passed.
Duquesne Traction granted extensions.
Ashland, Pa.-D. D. Phillips, S. A. Beddall and J. J. Coyle have
gone to Norfolk, Va., to secure right-of.way of the Norfolk-Ocean View
line. Charter granted and work will begin soon.
Braddock, PA.-The Braddock Street Railway Company will extend
to Turtle creek.
Gettysburg, Pa.— Council has granted the right of way over all of
the principal streets of the borough to the Electric Railway Company
which will build a line over the battlefield.
Philadelphia, Pa.-Jes. Rawle, of the Brill Company, is the head
of a company that has obtained the control of the Manayunk Company,
running an incline and surface road that has never yet'paid a dividend'
It will now be electrified. Road five and one-half miles long.
_ P1TT.STON, PENN.-Council have granted the long sought franchise
10 the Wilkesbarre & Wyoming Traction Company.
Philadelphia, PA.-The Philadelphia, Castle Rock & Westchester
Railway, incorporated for $90,000, to build 15 miles.
Bristol, Pa.— Leading citizens of this place and ;Langhorne and
Newtown, are meeting to organize an electric road to connect the three
places. Franchises will be asked early in January.
Phoenixville, Pa.— Incorporated : The Schuylkill Valley Electric
Railw.iy Company ; capital, $50,000 ; eight miles, Phoenixville to Rovers-
ford. The directors of the company are George P. Pierson, Charles H
Davis, Edward Chamberlain, Philadelphia; Bayard Snyder A C Milli
ken, Pottsville; Welde cV Thomas Brewing Company, Philadelphia
capital $400,000; directors, John Welde, John Thomas, William t'
McLaughlin, Jacob J. Kitschler.
Rhode Island.
Providence, R. I.-The Union Railroad Company has decided to
make its own power, and is now securing plans for a power house 76x^2;
feet. ' •^ -^
Tennessee.
Nashville, Tenn.-M. A. Spurr, J. B. Armstrong, G. W. Ehle
Isa.ic Litton and A. Wills have filed an application for a charter of the
Maplewood Electric Railway Company.
Chattanooga, Tenn.— A scheme is on foot among heavy local cap.
italists to convert the Belt line into an electric.
Chattanooga, TENN.-The Chattanooga Electric Railway has
secured control of the new tracks of the Chattanooga Company, Limited
The line extends over and beyond the river three miles. ' Will open
February 15.
Chattanooga, TENN.-The Lookout Mountain Railway Company
has changed hands, being reorganized with T. B. Redmond president-
Lmn White, vice; C. S, Henry, secretary. Another electric road to the'
mountain is the meaning of this.
, Texas.
Uallas, Tex.-CoI. Chas. S. Freeman has been appointed receiver of
the Dallas Rapid Transit Railway.
Victoria, TEX.-Victoria Street Railway sold under mortgage to I
M. Brownson for I400. He will probably tear it up in the interests of
thehackmen.
Vermont.
Burlington, Vt.-J. A. Bowers, of Lansingburg, a suburb of Troy
NY., has purchased the Winooski & Barlington Horse R.iilway and
will equip electrically in the spring.
54
Washington.
Elberton, Wash. — D. M. Nulty, editor oi the "Wheat Belt," is
working up an electric railway to connect towns in the Palouse valley.
Spokane, Wash.— Loren C. Barton says the Manhattan Company
ha3 completed its survey to Chelan Falls and will build next spring. A
beautiful resort will also be established at the lake.
Wisconsin.
Wausau, Wis. — The council is considering a proposition from John
D. Ross, Walter Alexander and Hiram Dunfield to build a street rail-
way.
JANESVILLE, Wis,— A line of iS miles, from here to Johnstown, isv
contemplated.
Milwaukee, Wis. — The Wauwautosa motor line extension to North
Greenfield will be built. Bonus of $10,000 raised and route ready for
survey.
Racine, Wis. Reiplinger & Francis have purchased the old cars of
the Belle City Street Railway Company and it is reported that they will
run an independent line to the Rapids and North Point.
Racine Wis. President Holmes states the additions to his power
plant the coming season will include a 5oo-horse-power engine, 6 motor
cars, 6 trail cars, and will also enlarge buildings.
Abraham Lincoln
When leaving his home at Springfield, 111., to be inaugurated President
of the United States, made a farewell address to his old friends and
neighbors, in which he said, "neighbors give your boys a chance."
These words come with as much force to day as they did thirty years
ago.
How give them this chance.'
Up in the Northwest is a great empire waiting for young, and sturdy
fellows to come and develope it and "grow up with the country." All
over this land are the young fellows, the boys that Lincoln referred to
seeking to better their condition and get on in life.
Here is their chance!
The country referred to lies along the Northern Pacific R. R. Here
you can find almost anything you want. In Minnesota and in the Red
River Valley of North Dakota, the finest of prairie lands fitted for wheat
and grain, or as well as for diversified farming. In Western North
Dakota, and Montana, are stock ranges limitless in extent, clotted with
the most nutrious of grasses.
If a fruit farming region is wanted there is the whole State of Wash-
ington to select from.
As for scenic delights the Northern Pacific Railroad passes through
a countrv unparalleled. In crossing the Rocky, Bitter Root, and Cascade
Mountains, the greatest mountain scenery to be seen in the United
States from car windows is to be found. The wonderful bad lands,
wonderful in graceful form and glowing color, are a poem. Lakes
Fend d'Oreille and CcEur d'Alene, are alone worth a trans-continental
trip, while they are the fisherman's Ultima Thule. The ride along
Clark's Fork of the Columbia River is a daylight dream. To cap the
climax this is the only way to reach the far-famed Yellowstone Park.
To reach and see all this the Northern pacific Railroad furnish trains
and service of unsurpassed excellence. The most approved and com-
fortable Palace Sleeping cars; the best Dining cars that can be made;
Pullman Tourist cars good for both first and second class passengers;
easy riding Day Coaches, with Baggage, Express, and Postal cars, all
drawn by powerful Baldwin locomotives, make a train fit for royalty itself.
Those seeking for new homes should take this train and go and spy
out the land. To be prepared, write to
Chas. S. Fee,
G. P. & T. A.
St. Paul, Minn.
Frank De H. Robison, president of the Cleveland
City Cable Railway, generously offers to be one of the
200 to contribute $1,000 each, or one of forty to give
$2,500 each, to start a subscription to float city bonds to
be issued for a system of boulevards and parks.
HAS IT A HOODOO?
WHEN Sheriff Lewis sold the Dundee Place
Electric Line at Omaha, the other day, he put
an end, at least temporarily, to a succession
of misfortunes that pursued this unfortunate piece of track
from before its building. Right at the beginning, a suit
followed a dispute with the contracting engineer, and the
former is still in litigation. The lucky bidder for the con-
tract sent to Germany for the material, and the enraged
Atlantic promptly protected home industries by sinking
ship and cargo. Or, better stated, the car didn't go.
The contractor proceeded to fail for $So,ooo, leaving
the line uncompleted. The owners finished the equip-
ment, put in electricity, and carried people free until the
overworked expenses landed the rocd with the sheriff.
Romance yet attends this tale: R. W. Patrick and his son
were rivals for possession. The young man started it at
$10,000, the old man raised him ten thousand, the 3'oung
man looked at his hand, called out $25,000, the old man
raised him another five thousand, when the son ended the
game with a $40,000 bid.
The Milan, Italy, council has granted permission to
the Edison Company for building a tramway at that place.
OUR DICTIONARY OF TECHNICAL TERMS.
'CALLED SHORT.
'A ROUND TRIP.
Map of the United States.
A large handsome map of the United States, mounted
and suitable for office or home use, is issued by the Burl-
ington Route. Copies will be mailed to any address on
receipt of fifteen cents in postage, by P. S. Eustice, Gen'l
Pass. Agent, C, B. & Q. R. R., Chicago, 111.
55
THE MANUFACTURE OF AN ELECTRIC
STREET CAR TRUCK.
WHAT constitutes the most necessary qualities
in a good truck for an electric or cable car
has been a matter over which several hun-
dred managers have studiously toiled, and still others
will have to take up the question soon, for the first time.
One of the most successful and popular trucks is that
made b}- the McGuire Manufacturing Company, of this
city, and, while this article will not go into minute detail
as to its evolution, a few words as to the process of its
construction cannot but be of interest. The makers attri-
bute their success largely to the peculiar feature of their
number of an English street railway paper, in an article
on electric railwavs in England, an exact counterpart of
this frame is shown, excepting that the McGuire Company
makes the flanges turned outward while the English turn
theirs inward. Accompan\ing this the following para-
graph appears: "The managers of the road have
recently made a tour of the United States for the pur-
pose of examining the American system, and have
embodied, after the most critical survey of all the
important roads, those features which they thought the
most valuable." This shows that John Bull, whatever
amount of alleged stupidity he may possess, and however
lacking in originality, has an abnormally developed bump
of perceptiveness and imitativeness.
/^
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0'
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il
im
.Jli 1 1 III,
frfr^e^icr/
M GUIRE TRUCK IN VARIOUS STAGES OF MANUFACTURE.
pressed steel truck frame. This frame has attracted the
attention of electric railway people, iron and steel
workers in all parts of the world where electric railroad-
ing has been introduced, as is shown by the fact that the
company have sold within the last year to England, Ger-
many, France, Mexico, Canada and South America.
Only recently a mechanical engineer, a representative of
the oldest and largest electric manufacturing and con-
struction company in the world, not satisfied with the
study of one of the trucks made for his people by the
McGuire Manufacturing Company, came all the way
from Germany to see the complete operation of making
one of these frames. How interesting a work this is can
only be appreciated by witnessing it. In the December
The peculiar construction and manufacture of this
frame is instructive and interesting, demonstrating as it
does a fact that a piece of mechanism can be so con-
structed that its weakest point is as strong as its strongest,
like the " deacon's wonderful one-horse shaj'."
The margin of strength, combined with the iiexibility
of all parts, and the elasticity of the steel, permits the
ready adjustment of the truck to the car body, under any
and all the varying strains met with on rough tracks and
in electric service generally, without bending or crystal-
izing any of its parts and adding greatlj' to the life of
the car body. All corners and fillets being large and
well rounded, the steel being sheared and pressed at a
bright red heat, precludes all possibility of crystallization,
56
cracks or fissures; even the rivet holes are placed with
that exact nicety that even the most critical must admire.
The end sills are pressed of the same material and the
whole frame being riveted together at the corners. The
absence of a bolt or joint in the entire frame, or a truss
rod to crystallize and break, makes the frame include the
three essentials necessary to a perfect truck frame, viz. :
symmetrj', flexibility and strength.
The process of manufacture is well worth seeing, as it
is done in one movement of a huge hydraulic press into
which steel dies are set.
The accompanying sketches of the side frames, show-
ing the different stages of the process before and after
pressing, should be interesting. The extraordinary
length, thirteen feet six inches, as compared with the
width, five inches, necessitates having the light sheet,
three-eighths inch, equally heated its entire length and
handled with the greatest care to place it between the
dies, so that when the pressing is done the flanges around
the entire frame will be found to be exactly as designed,
that is to say of equal depth at every point, generally
two inches. Cut No. i represents a sheet of steel thir-
teen feet six inches long by sixteen inches wide, three-
eights inch thick, from which sides for the Chicago City
Railway Company were pressed. The full lines show
how the sheets are sheared, the dotted lines the shape
after being pressed. The space between the full and
dotted lines shows the metal left for forming the flange,
extending two inches at right angles after being pressed.
Cut No. 2 shows the side after being pressed and punched.
Cut No. 3 gives an edge view of the same, showing
flange and thickness of the metal. Cut No. 4 is the rein-
forcement for pedestal and around oil box before being
sheared or pressed, the space between full and dotted
lines showing the flange. Cut No. 5 shows the rein-
forcement after being sheared, punched and pressed.
Cut No. 6 an edge view of same. Cut No. 7 and 8 are
an edge and face view of finished side with reinforce-
ment riveted on and flanges turned opposite each other
The McGuire Company have now on exhibition at
their works the latest production of the inventive talent
which always keeps that company in the foreground.
It is called the "Columbian" truck. The new feature
is an ingeniously devised plan of setting a spring on each
side of the frame over the journal box, thus cushioning
every part of the truck frame and placing every pound
of weight of load, car body and truck frame, on the
springs, thereby obtaining the softest riding qualities.
LARGE SHEAVES REPLACE CURVE PUL-
LEYS AT MELBOURNE.
A HAIR LIFTER.
THE president of the Rio Grande Southern Railway,
Otto Mears, is planning to connect Ouray and
Ironton, Colorado, with an electric road that will
surpass the famous Georgetown loop in hair lifting effect.
The line will run down the Uncompliagre canon, through
a tunnel and around a loop down to Ouray. Length to
be eight miles; maximum grade, seven per cent. Both
freight and passengers are to be carried.
AS previously mentioned in these columns, the largest
operating cable road in the world, and one of the
best, is that of the Melbourne Tramway & Omni-
bus Compan}'. When the line was constructed small
curve pulleys were used on all curves, but, as has been
the experience of all cable engineers, the wear on the
rope at such points was excessive. Some months ago
the curve system was remodeled, and wherever gravity
or momentum was sufficient to carry the train around a
curve the small pulleys were removed and 12 foot
sheaves substituted. Only one line has been so changed
a sufficient length of time to afford much data, but on
that section, which has two right angle curves and one
obtuse curve, the result has been highly satisfrctory.
The rope in use since the change gave a life of fifty-
se\'en weeks, against a previous average life of sixteen
and a previous maximum of twenty-eight weeks.
HOURS AND WAGES IN OHIO.
THE bureau of labor statistics, of the State of Ohio,
of which W. T. Lewis is commissioner and
andThomas Thomas is chief clerk, are compiling a
report on street railwaj- emploj-es. To the courtesy of Mr.
Thomas we are indebted for the following table. These
figures are for the fiscal year ending July i, 1892, and
are returns from 43 companies operating in the State.
No reduction in wages has since been reported by anj'
road, but there were 27 advances, ranging from 5 to 40
per cent, mostly for drivers, conductors and motormen.
The table does not include the advances.
NUMBER OF ROADS, 43.
No. of
Employes.
.-\veriige Hours
of Labor
Per Day.
Average
Wages
Per Bay.
Conductors (electric cars)
Conductors (horse cars)
Conductors (cable cars)
Drivers ,..-
S03
3.3
67
46S
94'
307
153
21
21
110
'4
51
62
5J
38
>3
29
241
13
6
90
36
69
11 2
11.4
10.
'■■5
11.2
II. I
II. I
10.
'O-S
1 1.6
1 1.7
ii.S
II.
10.7
II. 13
11.4
12.
1 1.7
II.
'0-5
10.5
10.
10.
lO.I
10.
9-4
$1 8}
I 85
I 69
I 80
Motormen
Trollevmen ._-
> 58
2 10
Linemen . .
Laborers . -_ . -...
I 46
2 01
. 87
I 57
Shedmen .
: 60
I SS
I 60
Engineers .
2 ss
I 70
Oilers
1 68
Dynamo tenders
I 91
Feeders
I 53
Grooms
I 45
Farriers
Harness repairers
2 40
I 71
Wood workers . .-
2 21
Blacksmitlis
2 oS
Painters .
2 17
Cashiers . .
2 10
Not Classified
Total '
4,i6S
57
Coventry is in the midst of a trolley tight.
One fare for the round trip is a novelty recently intro-
duced on an English tram line, sold mornings to w orking-
men, but good to return any time during the day.
More underground railways to be operated by cable
or electricity are being considered by Parliament as a
remedy for the congestion of population in London.
Europeans seem to be doing much more than Ameri-
cans in the way of long distance transmission from water
falls. In Italy transmissions are especially numerous.
The society of engineers recently heard Herr Koester
describe an electric motor which is to travel 123 miles an
hour. A road is projected from Vienna to Buda Pesth.
Manchester, England, conductors have a Christmas
fund to which passengers may contribute. It is divided
among the whole force. Subscription books hang in
each car.
The Glasgow Tramways Company has a new car, or
as we should call it, a double-decked bus, with pneu-
matic tires. The vehicle runs between the city and
Pollockshields. The front tires are inflated to 150
pounds and the rear tires to 170 pounds.
The Edinburgh Tramways Company informs the city
that it is prepared to sell out the part of the undertaking
within the city for $1,525,000. The company has eight-
een miles of road worked by horse power and the capi-
tal expenditure of the company is nearly $2,000,000.
A NEW London company, called the United Electric
Tramways, limited, proposes to build, acquire and install
electric railways and stations for light and power gener-
ally. The capital is $150,000 and the financial papers in
England seem to doubt the sufficiency of such a capital.
A FINE IMPROVEMENT AT THE BRILL
FACTORY.
THE well known car builders, J. G. Brill Company,
are always forging to the front with improve-
ments in their plant, with the idea of making it the
most complete car factory in the country. The latest
addition to the works is a testing electric railroad. This
line extends around two sides of an eleven-acre enclosure,
and is half a mile long, including curves as sharp as 30
feet radius and a gradient of 5 per cent. Any cars on
which the electric machinery is mounted at the works of
Brill Company, either b}- the employes of the General
Electric Company, Westinghouse Companj' or other elec-
tic manufacturing companies, or by the regular electri-
cians in the employ of the Brill Companj-, are run out of
the shop and put to a severe test and all connections cer-
tified to as being correct. The advantage of this im-
provement was manifest only a few days ago, when the
equipment for the Philadelphia Traction Company's
Catherine & Bainbridge Streets line was delivered.
There were twenty-two cars furnished in all; twenty by
the Brill Companv and two by another maker. The
Brill cars were out on the street and operated successfull}',
while the other two cars could not be moved by the cur-
rent. The railway fraternity cannot but express com-
mendation of the progressive and enterprising spirit of
the officers in charge of the business of the Brill Com-
panv. By this railway also a great deal of time is saved
in the loading of cars; a wire is attached to the truck
frame and connected with the rail, to make the ground
current and the electric car mounts the skids to the freight
car by its own power. This is an interesting and valua-
ble improvement, one worth the attention of all railwaj-
men.
IN MEMORIAM.
At a meeting of the Chicago Electric Club the following was
adopted :
Whereas, It has pleased the Almighty to remove from our midst two
honored and beloved members of this club, and
Whereas, We acknowledge the wisdom of God while we cannot
fathom his infinite designs,
Resolved, That we feel in the demise of Geo. H. Meeker and M. M.
M. Slattery the club has lost two members of whom all were justly
proud, as fellows and friends, genial and upright men, whose removal
will leave a blank place in our circle, and whose presence will be missed
at our social and literary meetings.
Resolved, That we deeply sympaihize with the relatives of the
deceased, and earnestly commend them to the Father of all for the con-
solation he alone can give.
Resolved, That copies of these resolutions be properly certified and
transmitted to the families of the deceased, and published in all electri-
cal papers.
W. A. Kreidler.
Secretary.
Winter Resorts of the South.
Jacksonville and Tampa, Fla., and other South Atlantic and Gult
Coast resorts can be reached with but one change of cars from Chicago,
and that at Louisuille or Cincinnati, where the Monon makes close con-
nection with the L. & N. and Q. *fc C. Vestibule trains, running through
to Florida.
The Monon's day trains are now all equipped with beautiful new Par-
lor and Dming Cars, while its night trains are made up of Smoking
Cars, Day Coaches, and Pullman and Compartment Sleepers, lighted by
electricity from headlight to Iiindermost sleeper.
The Monon has gradually fought its way to the front, making extens-
ive improvements in its road-bed and service, until to-day it is the best
equipped line fr.'tm Chicago to the South, offering its patrons facilities
and accommodations second to none in the world, and at rates lower than
ever before.
Mrs. E. M. Burke, wife of Superintendent Burke,
of the Terra Haute, Ind., Street Railway died December
23 of pneumonia. Mrs. Burke was formerly a resident
of Chicago.
58
ACME OIL FILTERER.
NEW PUBLICATIONS.
COMPETENT engineers at this age of the world
need no urging to adopt an oil filter. The only
question is to what type of lubricant saver; and
to answer this question the Acme Filter Company, of
714 N. Main street, St. Louis, put forward the device
herewith illustrated.
The main design is to remove the coarser matter by
means of a filter check and allow-
ing the oil to pass down a tube
from which it passes by gravity
through filtering material and
water, reappearing cleansed and
ready for re-use at the top of the
filter. A steam chamber is also
provided, by means of which the
oil thickened by cold, may be
rendered easier to handle. Every
three or four months the filter
material should be cleaned, which
is easil}- accomplished, and the
filter check can be readily cleaned
every week.
The company gives a positive guarantee at 30 da3's
trial and avers that the use of the filter will save 50 per
cent in the oil account, as it restores drip or dirt}- oil to its
original color and condition. Three hundred have been
sold in 15 months and abundant testimonial is furnished
by the delighted users of the filter. The device is made
in four sizes, applicable to steam plants of every size and
condition.
A CAT TALE.
THE veracious president of the Ananias Club, of
Grand Rapids, Mich., tells the following tale: "At
last I have discovered the secret of the wonderful
growth of our cats on Lagrove street. The electric road
is responsible for the great change. Before, in horse car
days, our cats were scrawny and sickly. Now they are
large and frisky, more like Newfoundland pups. Com-
ing home after a night at the office, I discovered what
caused the change. The (pars had ceased running except
at long intervals, so the road was clear, and there, to my
surprise, I saw all along the line the Lagrove street cats
taking an electric bath. They would wallow on the rails
until every several hair was full of electricity, and then
fall over in an electric trance. There they were, Thomas
cats and pussy cats, and kittens in assorted sizes, in worse
orgies than that enjoyed in catnip days. Electro thera-
peutics is a great thing, and the only drawback is the
voice culture of the cats."
Captai.n Willard L. Candee, American manager of
the Okonite Company, limited, 13 Park Row, New
York, sailed December 31 on the North German Lloyd
steamship Saale for London, on business connected with
the company.
Electric Heating is the title of a neat little pamphlet just pub-
lished by the Burton Electric Company, setting forth the advantages of
electric over other kinds of heating, for street cars, steam cars, dwellings,
offices and domestic uses. Taylor, Goodhue & Ames, Chicago, selling
agents.
Willard J. Hield, general manager of the Twin City Rapid Transit
Company, St. Paul. Minneapolis, has just issued one of the best compila-
tions^|of rules for conductors and drivers we have seen. It contains
cuts and diagrams of all parts of motors used, with parts named, and the
book is entitled "The Trainman's Guide."
Mrs. Lee C. Haruv, ajournalist and novelist well-known in the South
and in New York, contributes a bright, gossipy article entitled, "In the
Old South Slate" to tlie January New England Magazine. It deals with
the interesting old town of Georgetown, S. C, and its social and historical
traditions. It is finely illustrated by Jo. H. HatSeld and H. Martin
Beal.
■'Do You Use Machine Belting.'" is the attractive title of a most
attractive 72-page booklet just issued by the Schultz Belting Companx',
St. Louis. The promise on the first page, that the book is filled with
information useful to engineers and belt users is faithfuUv carried out.
The work will interest every engineer, to whom it will be sent free on
application.
Lii'PINCott's Magazine for January contains a complete novel by
Mary E. Stickney, under the title, "A Pacific Encounter." The Atlan-
tic Series article for the month is on "Foils and Fencing," by Captain
VanSchaik, of the Manhattan Athletic Club. W. S. Walsh wTites in a
very entertaining way on "Gossips of the Century " Among other
articles are "Men of the Day,'' (including Emile Zola, Thos. A. Edison
and Geo. DuMaurier,) by M. Crofton, and a chapter of Mrs. M. E. W.
.Sherwood's remininiscenses headed "In War Time."
Electricity and Ma(.netis.m, W.J.Johnston Company, Limited,
41 Park Row. New York; price, $i — the title of a series of advanced
primers, by Prof. Edwin J. Houston. This volume is a compilation
and revision of eighteen former primers, by Prof. Houston. Thev have
been brought up to the times and thoroughly revised, the last one being
a "Primer of Primers," which sums up the essential points in the others.
The book is intended for popular reading, but is it the same time of
great value as a reference book for electricians, who wish to review
minor points in tiie sliid)' of electricity.
Original Papers on Dynamo Machinery and Allied Subjects, hv
John Hopkinson. W.J.Johnston Company, L't'd , 41 Park Row, New
York, ^i. This is a collection of all the origiaal papers written by Prof.
Hopkinson on electrical subjects. There are eleven in all, the first hav.
ing been written in 1879. Ever since that time Mr. llopkinson's papers
have been among the standard references for electrical students, and the
object of this publication is to make available in convenient form what
was formerly found only in the files of current literature. The author's
vigorous mathematical treatment of his subjects is too well known (o
need comment.
Davis .Standard Tables for electric wiremen ; W. J. Johnson Com-
pany, L't'd., 41 Park Row, New York. $1. The book has been thorough-
Iv revised and an attempt made to leave out all useless tables and matter
of an unpractical nature. The rules of the National Electric Light
Association in regard to safe wiring and Ayres instructions to linemen
are included. The lamp wiring tables are all calculated on the basis of
5^ watt lamps. Formulas taken from actual practice on the horse
power of engines and boilers and the heating surface and rating of
boilers are among other valuable contents. The tables for the limiting
current of outside conductors and candle power of arc lamps are entirely
ne.v in their present form; and the work is among the most valued of
their manv excellent publications.
Dr. W. L. BuitTON, inventor of the electric heater
which bears his name, died at his home in Richmond,
\'a., December 17, 1892.
o9
THE FOLGER ELECTRIC GONG.
THIS gong is the first one intended to be operated
from the trolley circuit ever put on the market.
All previous apparatus was not designed for so
heavy a current. The makers of this gong claim that
mechanical gongs operated by hand or foot are worthless
at the very moment they are needed most, because the
motorman needs all his powers to stop the car. The
Folger gong will ring continuously upon the touching of
a button with the foot or turning of a switch. The clap-
per of the gong is made to vibrate between two solenoids
when the current is turned on, giving a continuous alarm
at times most needed, and yet always under control of
the motorman. The gongs are made for any voltage
required. By using a low voltage gong, for e.xample
one taking lOO volts, it can be connected up in series
with a powerful reflector electric headlight on top of the
car, so that when the bell is rung, a light is flashed ahead
of the car to any desired distance. The evident advan-
tages of such a gong speak for themselves. At times
when the current is broken the bell may be sounded by
use of the ordinary clapper and depending bell cord.
The bell can be adjusted to'give either a single tap or a
continuous rattle, as desired. It is made of carefully
selected materials. The three illustrations sulliciently
explain themselves. Figure i shows the bell with a por-
tion of the gong cut away. Figure 2 is a similar view,
showing the attachment for ringing the bell by hand or
foot, should there be any stoppage of the current, while
Figure 3 shows apparatus attached to the car.
It is made by the Cincinnati Novelty Manufacturing
Company, of which Chas. H. Mergard is manager.
MATRIMONIAL.
The jolly and popular Major H. C. Evans, New York
representative of the Johnson Rail Compan}-, has decided
to leave — not the Johnson Company but the state of
single blessedness and on December 21, Miss Grace L.
Whitney became Mrs. Evans, in the presence of many
friends at the home of the brides' parents in Brooklyn.
Congratulations are almost needless to both parties to
the contract but the Stuket R.mlwav Review, never-
theless ventures to e.xpress a wish for long and happv
life to the couple.
The Finney Motor Company, of Chicago, has been
incorporated. Douglas Dyrenforth of the patent attor-
ney firm of Dyrenforth & Dyrenforth, is at the head.
A gas motor will soon be on the market.
C. E. Maijk, accompanied by Secretary Hogan, of the
Mark Company, Cleveland, paid the Review a pleasant
visit on their recent trip to Chicago.
60
ECHOES FROM THE TRADE.
The R. D. Nuttall Company, Allegheny, have sent
their friends a very neat and useful desk tab and calendar.
George Cutter is building a new form of the Cutter
non-inductive voltmeter with a large circular dial that, can
be read at considerable distance.
The Laclede Car Company has received many
handsome compliments from the people of Superior,
Wis., on account of the new cars placed there recently.
The Illuminated Street Car Sign Company, of
Newport, Ky., is a new concern with W. R. Garner and
D. A. Glenn in command. They will endeavor to fill a
long felt want.
The Walworth Manufacturing Company, Bos-
ton, are getting out two car loads of their electric railwaj'
poles on an order from Rio Janiero; one car load for the
West Indies and another for Mexico.
"The Cushion Car Wheel Company," says P. F.
Leech, at club room 9, Grand Pacific, " is doing very
well, thank you. We have just received a nice order for
Bay City, Michigan, and another for a trial at Columbus,
O., on the Consolidated."
The Goubert Manuf.xcturing Company, 32 Cort-
landt street. New York, have delivered to the Broadway
Cable Road, of that city, the three 1,000 horse-power
feed water heaters ordered by the road for its power
station at Broadway and Houston street.
The Steel Motor Company are the successors to
the Johnson Electric Company, Cleveland. O., and find
the trade in excellent attitude toward their specialties.
The Harris trolley base mentioned elsewhere is a late
acquisition that bids fair to make a large place for itself.
The Lynn & Boston .Street Railway Company
are fitting up two large plants, one at Lynn and the other
at Chelsea, with Babcock & Wilcox boilers. The same
compan}- are putting in 3,000 horse-power in addition
to the 6,000 already installed in the West End Com-
pany's main station.
J. M. Jones' Sons, West Troy, N. Y., say that 1893
starts in most encouragingly. A new order for fifty
twenty-foot cars for the new electric service at Provi-
dence, R. I., is among a number of late contracts. The
companj-'s long standing reputation is upheld by every
car that goes out of the shop.
The Lunkenheimer Company, of Cincinnati, of which
E. H. Lunkenheimer is president, C. F. Lunkenheimer,
vice-president and general manager and D. T. Williams,
secretary, has doubled its capital to $500,000, in order
to give scope for the manufacture of its brass and iron
specialties, for which there is an increasing demand.
Their oil and grease cups have been very well received
by the street railway trade,
Within the past week contracts have been let by the
Everett, Washington, Light & Power Company as fol-
lows: One 200, two 150 horse-power Ball cross com-
pound condensing engines; four tubular 125 horse-power
boilers, Washington Works, Seattle; incandescent lights,
Westinghouse, 2,000 arc lights, 150 Standard; cars, Amer-
ican Car Company, St. Louis; rail, Illinois Steel Com-
pany, Chicago; trucks, McGuire; motors, forty horse-
power single reduction, Westinghouse.
The Bates Machine Company, Joliet, 111., states that
their last year has been the best in its histor}-. The
record of 1S92 has far exceeded that of last year and has
been all they could desire. The Bates-Corliss engine, of
which they are sole manufacturers, has grown both in
popularit}- and demand and is doing all they claim for it.
The outlook for the coming year is considered very flat-
tering, indeed, so much so that they feel warranted in
making man}' improvements which are now under way.
A handsomely steel engraved announcement, dated
Chicago and St. Louis, January i, reads:
" We beg to inform you that the busiiie=is heretofore conducted under
the firm name of O. W, Mevsenburg & Co., will be continued by the
same parties under the firm name of Littlelield & Meysenburg."
For some time past the street railway business of
the firm has been largely managed b)' Mr. Littlefield,
and it was a happy compliment in Mr. Meysenburg,
whose interests are both large and varied, to thus use
Mr. Litllefield's name at the front end of the firm title.
The Detroit Electrical Works, through Louis E.
Myers, their active Chicago manager, has secured a big
order from the Calumet Electric, of this city, and will
furnish in addition to all the station electrical equipment,
twelve motors of forty horse-power each, ten generators
100 kilowatts and a switch-board which it is said will be
the finest in the west. It is needless to say that the
order was secured against very strong competition. Mr.
Myers also sold six motors and two generators the same
day to the Racine road.
Queen & Company, incorporated: Among recent
business changes of special interest to the electrical fra-
ternity is the transferring of the business of James W.
Queen & Company, Philadelphia, to a stock corporation
bearing the title Queen & Company, incorporated. The
new company starts with a paid capital of $600,000,
which will be increased from time to time as may be
required for the extension of its numerous interests,
which, in addition to electrical measuring instruments,
comprise scientific apparatus of every description. The
incorporators and directors for 1893 are S. L. Fox, R. B.
Fox, J, G. Gray, W. Biddle, Jr., J. G. Biddle and F. W.
.Stanwood, all of whom have been actively connected
with the old firm. E. G. Willyoung continues as super-
intendent of the electrical laboratory .
(ll
The National Fare Box Company is making a
fare box that is as good as a Hall Safe. The following
letter tells its own storj-;
Lima Electric Railway Company, Lima, O., Oct. 22, 1892.
National Fare Box Company:
Gents: We have to-dav shipped to you by Adams Express fare box
No. 723. made by you. We received a new car last week and put it into
service Wednesday evening. The box unlocked all right on Wednesday
night but we could not open it Thursday. I took it to a locksmith but
he could not open it so thought it better to return it to you. Please have
it fixed immediately and return contents in box.
The Lima Electric Railway Company, W. II. Thoimpson,
.Secretary.
C. & G. Cooper, by their Chicago agent, Mr. Hayes,
report a flourishing trade. The shops are running night
and day, with more orders coming in for future deliver}'.
The western branch has secured an order for five engines
from the Fred. W. Wolf Company, of Chicago, and is
now installing 350 horse-power tandem, compound con-
densing at Galesburg, for the Paving Brick Company,
and but recently sold Chas. Pope 'Glucose Company, of
Racine, 100 horse-power. Mr. Hayes has every reason
to be proud of his success and of the success of his instal-
lations.
Among recent sales of the Goubert Manufacturing
Company, 32 Cortlandt street. New York, sole makers
of the Goubert Feed Water Heater, we notice the fol-
lowing: Negaunee & Ishpeming Street Railway &
Electric Company, Negaunee, Mich., 350 horse-power;
Urbana & Champaign Electric & Street Railway Com-
pany, Champaign, 111., 600 horse-power; Mutual Light
& Power CoiTipan}', Montgomery, Ala., 700 horse-power;
Edison Electric Illuminating Company, of New York,
2,000 horse-power; Edison Electric Illuminating Com-
pany, of Brooklyn, N. Y., 1,000 horse-power; West
Side Street Railroad Company, Elmira, N. Y., 40ohorse-
power.
The Shultz Belting Company, St. Louis, had an
exhibit at the St. Louis exposition, and the following inci-
dent was the result of a visit of a small Divoll-school boy.
The teacher who had just finished an elementarj- astronomy
lesson, in review questioned the above mentioned small
boy: "Johnnie, what makes the earth and moon spin
around like tops?" " That there strap," answered
Johnnie promptly. " What strap?" inquired the mysti-
fied teacher. •' Well, that there strap I seen on the
pitcher card at the exposition what had the 'machine
chopping up pieces of leather and a pitcher of a strap
running around the earth and moon and making 'em spin
like tops." And then the teacher sat down and reflected
on the subject of advertising as an educator.
The Electric Railway Equipment Company, of
Cincinnati, O., started in business the first of last July,
in the manufacture of their patent wrought iron and
steel tubular poles and electric railway supplies for all
systems. The first month they were in business they
furnished some 1,200 of their patent jointed poles to
the street railway lines at Evansville, Ind., and have
since supplied their poles to different lines at Cincinnati,
O., Covington, Ky., St. Louis, Mo., and other points,
and are now rushed with orders, but have the best of
facilities for furnishing poles on short notice. Their fac-
tory is pushed to the utmost with orders, for their over-
head line work, pinions, bearings and motor repair parts,
and trolley wheels for all the different systems. They are
adding many new patterns and putting in much new
machinerj', and aim to keep up with the rapid progress of
their line of business.
The Crossley' Car Brake Company not only brake
cars but keeps right along breaking its record for sales.
A recent letter from the Brooklyn Street Railroad Com-
pany is self-explanatory. The letter bears date of Nov.
15, 1892, and in it Samuel Harris, superintendent, says:
" Your rope brakes put on our Jennings Avenue Line
some months ago are giving us good satisfaction. They
are the easiest on the men, the motors and cars and the
cheapest, most simple, durable and effective and cost
least for repairs of any brake we have ever used or have
knowledge of. We have concluded to equip our Wilson
and Scoville avenue lines with them. Please send us a
dozen at once for a starter." The company has met
with large sales the latest being equipments for the Chat-
tanooga & North Side Street Railway Company, Chatta-
nooga, Tenn., Chattanooga Electric Railway Company
and the Montgomery & Cloverdale Electric Railway
Company, Montgomery, Ala.
McIntosh, Seymour & Company, of Auburn, N. Y.,
are still running twenty-three hours per day, putting out
engines for every variety of work, especially for electric
railway and light plants. Among recent sales we notice
one 1,200 horse-power, double tandem compound con-
densing for the Syracuse Electric Light & Power Com-
pany, Syracuse, N. Y., having a new style frame; another
ball and socket, self-oiling pillow-block bearings, auxili-
ary shafts carrying the eccentrics and governor to a
seven-foot face fly wheel to carry two belts. The
machine will weigh 125 tons. At Elmira, N. Y., two
engines have been sold. One is a 600 horse-power, four
cylinder, vertical, triple expansion and one a 350 horse-
power tandem, compound condensing railway engine.
Both of these are for the Elmira Illuminating Company.
Two 500 horse-power standard, compound condensing,
self-contained engines, have also been ordered for the
East River Electric Company, New York City, and the
Edison Illuminating Company, New York. These are
among the largest and heaviest in the country, weighing
forty tons each with eleven-inch shafts. Foreign orders
include a 250 horse-power standard compound for Dur-
ban, South Africa, and three 150 horse-power, same
type, for the Union Elektricitats-Gesellschaft, Berlin.
Besides this list other orders make a total of 7,000 horse-
power, exclusive of the above mentioned. The company
has magnificent and deserved success.
The Massachusetts Chemical Company are var-
nish makers in general, with offices at 8 Oliver street,
Boston, 60 and 62 Broadway, New York, and 390 Con-
62
gress street, Portland, Maine. Their factor)- and labra-
tories are at 165 and 167 A street, South Boston. The
company is particularly interesting to the electrical frater-
nity as manufacturers of Insullac, a new insulating com-
pound adapted to armature windings and other work
where a smooth, rapid-drying insulator is needed. Insul-
lac is perfectly waterproof, does not require baking, con-
tains no acids injurious to any material. It may be
applied with any metallic fastened brush and it can in no
way effect the health of the workman. Samuel Barnes,
chief electrician of the Grand Rapids Consolidated, says
in a letter dated Dec. 16, 1892: " I have used gallons of
your Insullac for armature winding and can gladly say
that it is better and cheaper for insulating purposes than
shellac and gives satisfactory results for all you claim for
it." President Hill, of the Hill Electric Company, 13,?
Oliver street, Boston, says under date of Dec. 7, 1892:
"We have used j'our Insullac on all our factor}- work for
the past three months and I am pleased to report ihat it
has given the most satisfactory- results. We have been
doing some tine work that required extra good insula-
tion which from the character of the work was ditTicult to
secure with ordinary methods. We tried Insullac and it
filled the bill. I feel safe in recommending it as far
superior to any insulating compound I have ever seen."
The compound can be made as thin as desired and can
be supplied at short notice from any office. Harrj-
Bishop is Chicago agent.
TRIAL OF THE CONNELLY.
WINTER RESORTS.
THE Revikw representative attended the first trial
trip, last week, of the improved Connelly gas
motor, which was taken out on the north side
line for its initial run. Superintendent Lynch, of the
Connelly Motor Company, who has redesigned the
motor in many particulars, acted as motorman and has
every reason to feel proud of his work. The new fric-
tion gear gave no signs of springing and the whole
machine acted in a ver}' satisfactory manner during the
test. It was lirst run around the Fullerton and Webster
avenue loop pulling a trailer. At one point it came u]>
behind a heavy Love electric motor car with trailer that
had lost the trolley wire and pushed it for some distance
at good speed. It is evident that starting an electric
motor car, with its high speed armature, is not light work
but the Connelly stood up to its work and, with the use
of sand, could probably do much more. The car was
then taken down on the Clark street cable line as far as
Division street and maintained its speed with the grip
cars. The foundation for the gas works to supply these
motors with fuel is already in and more cars will be put
regular service before long.
A I'ETiTiON with 600 signatures asking for a new
trolley line in the Thirteenth ward, Philadelphia, is a
strong testimony since these 600 names were once signed
to an anti-trolley petition and the 600 owners of the
names swore many dire swears to keep the trolley out of
the ward.
THE profitable revenue which is derived from the
establishment of pleasant summer resort attrac-
tions along the line of so many roads, find even
better results this winter with many companies who are
providing good skating.
One of our traveling representatives reports a very
large number of winter resorts in Pennsylvania, among
the best of which is the skating park at Lancaster. The
company secured control of a small lake at the terminus
of one of its electric lines, and at trifling expense keep a
man in charge; the ice nicely swept; a cheap but com-
fortable shelter in which to warm and rest; and lights
with current from the trolley wires. President Coyle
says it draws far better than a summer resort. We know
of a number of roads which are allowing this business to
take care of itself, when by a little effort and nominal
expense the receipts from this source might be increased
many times. Give the public something to go to, and
they will do the rest.
A SPEEDY SPLICE.
THE Washington Street Cable or Tunnel Loop of
the West Chicago Street Railway Company was
injured on December 31st, at 3:30 p. m., by a
careless gripman not letting go at the proper place. As
a result the cable was stranded nearly 4000 feet. After
the damaged strand was removed, the cable was started
up again and ran until 12:30, when it was stopped, and
preparations made to run a new rope in, which was
accomplished in one hour and twenty minutes. The
cable is 10,475 feet in length, the first splice being made
in twelve minutes, and the permanent splice connecting
both ends of the new rope was made in twenty-six min-
utes. The balance of the time was consumed in running
the cable into the conduit.
Thh Wabash road has put on a new equipment of
vestibule cars. Coaches are seventy feet long and will
seat eighty passengers. All cars have toilet and smoking
compartments, and are lighted with Pintsch gas and
heated wiih steam. The Chicago-Detroit line is just
completed and is sevei-teen miles shorter than any other
route. Passenger service will begin over the new route
in about three months. The road will be run in connec-
tion with the Grand Trunk, West Shore, and Fitchburg
lines, making an important new service from Chicago to
the seaboard, each road furnishing a quarter of the equip-
ment.
Thi; Amalgamated Association of Employes at Cleve-
land has died for want of a head. The men didn't want
to pay the ofTicers and the officers were not in it for their
health.
An industry known as the Chicago Naptha Motor com-
pany for street railways wishes to settle at Braidwood,
111. Hon. Wm. Mooney offers to give the neccessary
land for the factory.
"wiosrjDSOE, & :K::B3sr:FiEXi3D,
PUBLISHERS AND PROPRIETORS,
269 DEARBORN ST.. - - - CHICAGO.
Published on the 15th of each month.
SUBSCRIPTION, -
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Address all Commumieathns and Remittances to The Street Railway Review
2bg Dearbarn Street, Chicago.
H. H. WINDSOR, F. S. KENFIELD.
Editor. Business Manager.
CORRESPONDENCE.
We cordially invite correspondence on all suhjects of interest to those engaffcd
ia any branch o£ Street Railway work, and will gratefully appreciate any marked
copies of papers or news items our street railway' friends may send us, pertaining
either to companies or officers. Address:
THE STREET RAILWAY REVIEW.
269 Dearborn Street, Chicago.
Entered at the Post Office at Chicago as Second Class Matter.
This paper member Chicago Publishers' Association.
VOL. 3.
FEBRUARY 15, 1893.
NO. 2
ONE of the advantages of the Anti-Sunday car reg-
ulation in Toronto, Canada, was discovered on
Monday, when it was found the rails had become so
securely embraced in the icy grasp of winter that it was
impossible to operate the line until near noon.
DURING the past month two of the best known
presidents have withdrawn from active service.
Dr. A. Everett, of Cleveland, who has been at the helm
for thirty-three consecutive years past, and Wm. Rich-
ardson, of Brooklyn who has been so prominent a figure in
the street railway interests of his cit^' for twentj'-five years.
ELECTRICITY having thrown the street car mule
out of a job, bids fair to supplant in the very near
future that field of usefulness on canals also. The trolley
is in every way adapted to this work, and it is to be hoped
the effort now making in the New York State legislature
to bring about the change may be successful.
WONDER is that out of all the hundreds of thous-
ands carried daily b}' the street car service of the
country, the number of fatalities is so few. The annual
report of the coroner of the county of which Milwaukee
constitutes the largest portion of inhabitants shows that
the three unusual classes of accident nameh^, scalding,
falling down stairs and drowning in cisterns, were each
responsible for more deaths than the street railway.
fi3
A WELL cfe^jgfAQtfeg^^^s been gained in the
Supreme Court ot r'en'nsylvania over the obstreper-
ous teamster who delights himself in obstructing a car
track. The case is mentioned elsewhere and will serve
as a valued precedent, especially as the decision of Justice
McCullum was a reversal of the verdict in the lower
courts.
WASHINGTON dailies and correspondents have
been full of direful tales of a general closing of
fire insurance offices in Brooklyn, and a refusal to renew
old risks or write new ones — all on account of the advent
of the trolley. We have taken pains to carefully investi-
gate the report and find it utterly without foundation.
Rates have been advanced in Brooklyn, but from other
reasons and wholly independent of the trolley, which had
no influence whatever in the matter. The same is true
of Boston, Buffalo and other cities.
POWER HOUSE and car house fires have been so
numerous in the past two months that the question
is forcing itself upon managers as to the relative advan-
• tages and dangers of large as against small buildings.
Opinion, however, seems largeh' to prevail, that the larger
buildings can afford more frequent and careful inspection,
and certainly on man}' accounts are more economical to
maintain than several smaller structures. We print else-
where, this month, the views of several leading managers
on this question.
CONTINUED cold weather which marked the greater
part of the month of January was a severe test on
the coal suppl}' of the country. A few electric com-
panies were " called short " on their supply and were
forced to shut down in some cases an entire day. Fuel
is as essential to the operation of an electric line as
passengers, and it would seem that ordinary foresight in
this respect should leave no chance for excuse for failure
from this cause. No road should carry less than a four
days' supply in constant reserve during winter months,
and a week is little more than a safe limit.
IT is two j-ears now since a bill was last introduced in
the legislature of this state providing for three cent
fares. The only reason this length of time has been
allowed to lapse in this careless manner is entirely due to
the fact that it is now two years since the legislature last ,
met. The same old bill, with the same old ear marks
has been introduced by one Berr}'; whether a black Berry
or a white Berry we are not informed. In the Chicago
market February berries come high. Mr. Berry has
assumed a great life work on behalf of his agricultural
constituents who, when they visit the city once each )'ear,
are compelled to yield up a hard earned nickel for a ride
of lO miles in a comfortable car, which same distance
in a lumber wagon over a rough road could not be pur-
chased for five times the price. It is a curious circum-
stance that this class of sand bag legislation is generally
introduced by some back woods representative, whose
district has less than a dozen miles of street railway all told.
iH
gStftf^^gth^^^^ife-
IN the department devoted to street railway interests at
the World's Fair, printed elsewhere in this issue, w;]
be found our announcement of the plan formulated b^' the
Street Railway Review for helping our readers to
desirable boarding and lodging places at any time during
the exhibition. This has involved a large amount of
work, and will demand much more as the Fair opens, but
we have made a special department for this purpose, and
like everything else undertaken bj- this paper, the plan
will be carried out in a thorough and business-like man-
ner. Our friends are invited to avail themselves of this
opportunity.
WERE the subject any less practical and commend-
able, the good people of ' Connecticut might well
be thought to have gone crazy on the subject of electric
roads. No less than thirty-one charters are now pending
for the incorporation of lines, many of which will cer-
tainly be built and others not unlikel}'. The explanation
in this phenominal waking up is due to the fact that no
legislature has been held in four years, and a general
desire prevails to secure charters against future needs.
The volume of electric railway business which is already
in sight in the wooden nutmeg state offers a very attractive
field to the manufacturer and dealer in railway supplies.
SOUTHERN roads are not expected to be equipped
to combat northern snow falls, and there is little won-
der the big January storm found them ill prepared.
The energy with which the means at hand — in most
cases simply men with shovels — were used, reflects great
credit on the various managers. One road in West
Virginia gave up the ship and its lines were dead for
a period of forty-eight hours, but the rest gave valiant
battle. One manager was in the saddle continuoush'
for forty hours. In Chicago the storm was the hard-
est to handle of any since the historical January bliz-
zard of i8SS, but cars were operated with little delay
and no suspensions. " Bucking" snow is a prodigiously ex-
pensive amusement, a very little of which goes a long ways.
BROADWAY with its modern transportation facili-
ties now about completed would present a strange
picture to a returning Knickerbocker of the ante-Sharp
days. The construction of the cable system thereon
has been one of the most gigantic municipal undertak-
ings of the age. An hundred dilhculties presented, any
one of which might well discourage men of less persever-
ance than those who have had the enterprise in charge.
But from start to finish the work has been prosecuted
with diligence and intelligence and now stands as a last-
ing monument to the men who dared to undertake so
large a work. The annoyances attending construction
will all be soon forgotten b}' the public, who will in so
large a measure enjoy the fruits of others' enterprise and
money, and a suggestion to return to a former condition
of affairs would raise a tempest - of remonstrance. The
engineering problems solved have called for and given
opportunity to effort never excelled in any chasm or
mountain summit of the far west,
JUDGE BAKER, of the United States Court, sitting
at IndianapoHs, has handed down an opinion in the
case of the Lake Erie & Western strikers, that, while
eminently dignified and humane, most clearly and forcibly
sets forth the necessity and majest)' of the law. It is
printed in full in this number and should be thoughtfully
read by every street railroad man in the country', from
president down to the least important position. The
judge recognizes the right of labor to organize for any
and all legitimate purposes, and for such commends the
same; but draws a sharp line between organization for
betterment of condition as against organization for unlaw-
ful purposes. He sounds the keynote when he states
that violation of the law by an organized body is no less
criminal than the same overt act when undertaken by the
individual, and points out the danger the workingman
would bring upon himself if deprived of the protection
of the law he so heedlessly and, in some cases thought-
lessly violates. To overthrow law would be to return
the laborer to the prevailing evils of the dark ages, and
call back the days when feudalism ruled.
THE announcement of the decision of the directors of
the Philadelphia Traction Company to thoroughly
overhaul and reconstruct their entire cable svstem is a
matter of the highest satisfaction, not only to the citizens
of that city, but the advocates of the cable system. At
the time when the lines in question were built the cost of
cable work w^as nearly double what it is to-day, and the
experience which has come from fifteen years of cable
operation did not exist. The management took chances
and expected to make a much cheaper construction
answer the purpose. The result is too well known and
has proven anything but satisfactorj'. Frequent stop-
pages, annoying delays and break-downs followed one
another in such rapid succession as to largely unpopular-
ize the cable system in Philadelphia. Reconstruction has
been the constant history of the road from its opening
da)^ and while of late years many evils have been rem-
edied, the system was far inferior to the cable systems of
Chicago and other cities. Hence the wise decision to
thoroughly rebuild will enable the company to guarantee
a first-class service. The moral of a first-class construc-
tion is too apparent to even need cursory mention.
AN increase in two years of 30,000,000 passengers
over the preceeding twelve months is the astound-
ing record which is shown in detail elsewhere. St.
Louis is the city. While there has been a healthful
growth in population there has been nothing in the nature
of a boom, and the figures can be explained in only one
way — rapid transit. The splendid cable and electric lines
of St. Louis are equaled by no other city of its size in the
world. In the good old horse daj's the people of St.
Louis frequently found it more expeditious to walk than
ride. Now all this is changed, and residents undertake
frequent trips to other parts of the city because the time
consumed in transit has been made so short. The excel-
lent management of the St. Louis lines has, of course,
65
largely contributed to this result, but first-class rapid tran-
sit is almost synonomous with first-class management.
Other cities and towns which are exerting unwise efforts
to curtail the prime value of mechanical traction by a
foolish restriction of the speed limit ma)- well study the
policy of St. Louis, which some envious persons have
called "slow" but which is anything but that in the
matter of street railway facilities.
AS an instance of the consummate meanness of which
some people are capable, the recent damage suit of
one Dr. [?) C. Steiner against the Pittsburg Traction
Company is but a single case out of many — how many, is
only known to the claim departments of our large roads.
In the trial the leading witness confessed he was hired to
give testimonv which had been written for him by Steiner,
who in fact had admitted he had never been in an acci-
dent on the defendant's road, and that he was resorting
to leeches and irritating drugs to produce inflammations,
sores, and other phenomena, as necessary "exhibits" before
the jur}-. It was also proved that Steiner had worked
the same game on a steam railroad and secured a large
amount; the promise of a trip to Germany being the
compensation of his chief witness in that case. We could
cite a very large number of similar cases which have
come under our own personal notice. It is hard to
imagine a more despicable and abhorent practice than the
disfigurement of the human body as an aid to infamous
blackmail suits. The duly which the Traction Company
owes the fraternity' and the public, is to follow the case
up and land the culprit in the penitentiary. Such matters
should not be allowed to go by default, nor should the
company be satisfied to escape the payment of blood
money which was so narrowly averted. The courts cer-
tainljr cannot but inflict the full penalty provided by law
if the injured company does not withdraw objection. A
few convictions, a few more blackmailers clothed in
stripes, and the storj' and sequel of the case industriously
circulated through the press, will exert a most helpful and
moral influence, and do much to purge the courts of a
large number of cases, which, if only the truth could be
uncovered, would prove the basest prostitution of law and
justice.
A BILL is pending before the Connecticut legislature
for the appointment of a "Board of Street Railway
Commissioners," to consist of one lawyer, one electrical
engineer and one "business man." None of the board
may have any pecuniary interest in a street railway or
any appliance sold same. Great care seems to have been
thrown about the proposed commission to prevent the
inevitable disaster of having a board which might pos-
sibly know anything about the business for which it is
created. Even the electrical engineer may fill the "bill"
and still know absolutely nothing of the actual operation
of a street railway beyond the technical and mechanical
features of electrical construction. If the mover of the
bill really wanted to create a board in the fullest capabili-
ties suggested by the act, he should have further stipu-
lated that each member should be both deaf and blind
and a resident of the county not less than fiftj' and of the
state not less than eight}' j'ears. The "electrical engin-
eer" is not so bad, but the "business man" is open to sus-
picion, and the "lawyer" is simply dreadful. In other
states roads are planned, built and made servicable to the
public with a simple charter from the secretary of state
and a franchise from the city in which the tracks are laid.
The method admits of progress that is progress and not a
weary nursing into life, which is the history of such enter-
prises in Connecticut and some other states. It is a
matter which concerns the city and not the state. The
people of any city are obviously better quahfied to know
what their special needs are than any commission ever
appointed by any governor. It is a useless, needkss,
excuseless compHcation to strain matters through an
additional sieve, which does nobody (but the commission)
any good and is a restricting of local rights along a line
which prevails in the Old World, and is in direct variance
with the spirit of a free and independent people.
THE public in nearly all the northern cities have in-
dulged in considerable ill-timed and inconsiderate
complaint through the columns of the daily press, at the
street car facilities. It is true the cars have been crowded
to an uncomfortable and unusual extent. There is, how-
ever, a good reason for this, and the manager has a
wide margin of excuse this winter. It is interesting to
take up one dail\' after another until the leading papers of
a dozen or more States have thus been examined. In all
of them on the same day, and about the same time, the
writers really seem to believe themselves the most unfor-
tunate of mortals. But could they only know the same
experience has been an almost universal one there would
doubtless be both comfort and patience in the thought.
The aforesaid reason is that the demand on street car ser-
vice this winter is a wholly unprecedented one. This
winter has been the most severe on street car operation
of any in the past five years. During that time cities
have grown enormously, down-town districts have become
greatly congested, and the public have been educated up
to a high standard of mechanical service which breeds
impatience of dela}', which, under the old horse regime
was philosophically accepted as part of the inevitable,
and then aroused sympathy which is now turned to com-
plaint. The winter has proportionally been much harder
on street car operation than on the steam roads; although
on the latter the arrival of a train on time was the excep-
tion, and yet people found no fault. In addition to diffi-
culties of operation there has been a tremendous increase
in riding from people who during the past few winters
have been accustomed to walk or use carriages. This
season these two methods of transportation have been
well nigh impossible. The public also have largely in-
creased their short riding owing to difliculty of getting
about. All this has taxed the car accommodations to the
utmost, which, under ordinary conditions, would have
been ample, and all an ordinary business could afford. If
any one could have predicted the existing weather, not
Cfi
less than eighteen months ago, it would have been possi-
ble to have ordered extra cars built to meet the unexpected
want. We have yet, however, to hear from an}' one who
did so forecast the future. The public, then, should in
all fairness give the unhappy manager his due — most of
him would be satisfied with even less — and remember
when compelled to stand on the homeward trip that such
conveyance is a big improvement over walking, and then
sign a petition to Uncle Jerry Rusk to get out an injunction
on this kind of a " winter of our discontent."
AND now comes the mayor of Brooklyn with a pro-
posed bill to tax the gross receipts of the surface
roads; and with a mild sarcasm invites the local presidents
to come before him on a certain day that he may draw
pleasure from their distress. It was shown that the com-
panies are already taxed in no less than eight different
ways, and that any addition would not only be a hardship
but a discrimination and positive injustice. Among the
speakers was Wm. Richardson, whose thirty years'
experience at the head of a Brooklyn compan\' specially
fits him to discuss this question, and which he sums up
as follows:
"Why," lie asked, "should any criticisin apply to the business of street
railroads, provided they give the highest degree of accomniodation to
their passengers at ttie lovk'est rates of fare at which the service can bo
rendered. The fact that they can make a return to tlieir stockholders,
after long years of patient waiting, in many c.ises without any tiividends
being paid at all, is no reason for taxing them imequally. The compan>'
with which I have had the honor to be connected, has ttiade during the
twenty-one years of its existence an aggregate of ^832,653, in dividends,
being at the rate of 5.15 per cent on the outstanding capital stock during
the whole period of existence. I claim, Mr. Mayor, that it is to the
interest of the city to encourage the street surface railroads to the high-
est form of development, holding them rigidly to their obligations for
the accommodation of the people, rather than to attemjit, bv annoying
penalties and taxations, to limit and cripple their future development.*'
ALTOGETHER the most sensible and practical sug-
gestion that has been made in all the voUniies of
schemes to give Boston rapid transit, is that proposed by
a Mr. Chester. This gentleman bases his arguments on
a fact which seemed to escape others; that is, that Boston
already has rapid transit but imder present conditions
receives few of the benefits. As a luatler of fact almost
no city in the country is better provided with electric cars,
but certainly in no other city is their operation attended
with more difficulty. This is not the fault of the equip-
ment but of the unfortunate condition of streets. Boston
streets will never be less crowded than now; the neces-
sity for cars will increase not diminish. Mr. Chester
recommends for the congested district that certain streets
be widened; that others be cut through; that wagons be
allowed to occupy their width only ; that all work on road-
way be done at night only; that a standard maximum
load be established by law, proportioned to the weight of
the aniinal drawing it; that loads requiring much time in
delivery be handled at night — such as safes and similar
loads which now cause blockades. These and other sug-
gestions would reduce the present causes of blockade to a
large extent, and blockades removed, rapid transit at once
has a chance to assert itself. To reconstruct the business
streets of Boston is an undertaking of such magnitude
and expense that no wonder is occasioned that each gen-
eration evades the duty and passes it on with ever increas-
ing difficulties to the next; but it is a question which wil
surely have to be met and solved some day and only a
courageous and radical treatment will ever give perma-
nent relief. Then, too, a sentimental regard , for the
antiquities has ever proved a barrier to progress in Bos-
ton, utterly out of keeping with the needs and good busi-
ness sense of the present age. In Chicago nothing is
allowed to block the wheels of progress. Churches,
schools, asylums, the residence of the oldest settler all
have to clear the track when the car of progress comes
along. True all these institutions are cared for in other
and frequently better localities, but in these days few land-
marks are so valuable but that occasion may arise when
absence serves a better purpose than presence.
TO the title of the " New South " may soon be added
the •' New Orleans," now that its first electric car
on February ist entered on its mission of supplanting
the laz}' little mules which have for so many years been
emplo^'ed to get up inotive power. The construction
work has been free from the difficulties of heavy grades,
as the city is an almost perfect level, but the pole plant-
ing called out the ingenuity of the engineer, owing to the
yielding nature of the soil. Other lines are speedily to
follow, and a great stimulus to activitj' may confidently
be e.xpected when the city shall have become fully elec-
trified. No city in the country is better adapted to use
the electric system than New Orleans. The opening
ceremonies occasioned the greatest enthusiasm.
IN both the Ohio and Illinois state legislatures bills have
been introduced making it obligatory on street railwaj'
companies to use winter cars with inclosed platforms.
We do not, however, consider the measure either wise or
necessary, and it is very evident the framers of these
bills have no practical experience as to the details of street
railway operation. It is true that during several days of
the present winter the weather was so severe as to render
the front platforin on undesirable place to spend the day;
but, let us ask the senator, during the past six years,
which more than covers the use of electric railways, how
many such days have there been in Ohio and Illinois?
It is well known that running a car against a snow or
rain storm so completel}' blinds the glass windows of the
vestibule that the driver cannot see his track or passen-
gers on the sidewalk desiring to stop the car; and the
conservative opinion of a very large majority of the man-
agers who have had most experience, is that the inclosed
platform would very greatly add to the danger of oper-
ating. We earn«i#j- advocate all reasonable and practi-
cal means to proiTiote the welfare and comfort of the
men, and it is too obvious to even discuss the advantage
to the company of so caring for its employes; but we are
convinced the remedy is in wearing heavy clothing and
not as contemplated in the act. Why not pass a bill requir-
ing drivers to wear fur coats r
e,7
THE LOS ANGELES CONSOLIDATED ELECTRIC RAILWAY.
The Finest Electric Railway Plant on the Pacific Coast, and one of the best in the Country — History of its
Organization and Construction.
LATE in 1890 a party of capitalists casting about
on the Pacific coast for a desirable investment in
street railway property were confronted with two
propositions. One was to construct a line in
Oakland and the other was to construct a line in Los
Angeles. Oakland offered the projectors a bonus and
was in need of an additional sj-stem of street railways.
Los Angeles to the contrary' held out no inducements
and was supplied with street railways. The splendid
system of roads of the Pacific Cable Companj' had been
completed but two years before at a cost of $3,000,000
and, notwithstanding the efficiency of the service, it had
than before. Besides these spots on what might be called
colonies or centers of population, dotted here and there
within the city boundaries, the city has grown marvel-
ously in the direction of the lines of the cable railwa}'.
But the growth has not clustered along the rights of way
of the cable. To the contrary it has spread, tapering away
off until much of it became practically out of the reach of
the cable, so that the system came to afford a very poor
service to some districts, and the need of additional rail-
ways became to people living therein a serious and press-
ing matter. The district of the city known as " The
Hills " comprising the elevated section west of the center
POWER HOUSE AND CAR BARK — BATTERY OF STIRLING BOILERS.
made but poor returns on such an investment, the S3rstem
had been placed under heavy mortgages and a squabble
was pending between stockholders and mortgagees as to
who should escape with the least loss. The cable com-
panv's lines were built in the shape of an elongated cross
and reached into the eastern, western and southern por-
tions of the cit}'. These branches penetrated the suburbs
and there is no question but they contributed immensely
to building up the outlying sections of the city. But even
in sections reached by the cable company there were
large areas equally as populous as those immediately
tapped by its lines which were so remote from those
lines as to be altogether unprovided bj' a railway sys-
tem. Los Angeles has encountered a phenomenal
growth and this growth has been, as it were in spots,
dotting the great stretch of land enclosed by the boundary
limits of the city, and this growth has been greater per
annum since the cable company completed its system
of the city, had been furnished several years before with
a service consisting of a small cable line; which continued in
service about two j'ears and then went to pieces, partly
through poor construction and partly through bad man-
agement. During the period of its existence, however,
it built up that part of the city, rendering it quite popu-
lous and a desirable quarter in which to live. When it
collapsed it left the residents along its lines in a sore
plight; they had built houses on high hills difilcult of
access without the aid of a car line from the business
center where most of them were employed, hence they
commenced immediately to clamor for a service upon the
stumbling down of the cable and their demand for sev-
eral years continued a " crying one."
Another part of the city unsupplied with a railway ser-
vice at the time of which we write was Pico Heights.
As was the case with " The Hills " this section was
settled up by a line of street railway- which quit business
68
just about the time, had it been legitimately run, when it
should have begun to pay. A rapid transit company
operating an electric line had developed out of a scheme
to sell lots on the heights. The road was operated sub-
sidiary to the business of selling lots. Every purchaser
of a lot was given a bunch of free passes, and the pur-
chasers being many, very soon the road was running
entirely on a free pass basis. The lots having been all
sold and the purchasers holding great quantities of these
passes there was nothing in operating that road for the
next year or more except to redeem those free passes.
This the proprietors did not care to do so the road was
permitted to subside. The condition of the people they
had beguiled to this extremity of the city, was worthy of
sympathy. They had their car service suddenly cut off;
many of them had to move temporarily away; while
others remained and continued to make the welkin
ring with their demands for cars.
sioner of streets and was thoroughly acquainted with alJ
the thoroughfares. With his assistance the lines were
marked out and the council readily granted the franchise.
A power house and car barn were built on the corner of
Central avenue and Wilde street, an entire block of land
being purchased there for the site. The buildings are
handsome edifices of brick, fronting 150 feet on Central
avenue and 435 feet on Wilde street. The power house
is ornamented with Arizona brownstone, the whole struc-
ture covered with an iron roof supported by a net work
of iron beams and trusses, making the entire absolutely
fire proof and really one of the finest and most complete
power houses in the country. This power house is orna-
mented over the main entrance on the corner by a tower
and is made one of the distinguishing land marks of the
city by a handsome chimney 154 feet high.
This power house was equipped with two 700-horse-
povver double engines triple expansion, built by the
INTERIOR VIEW OF POWER STATION, LOS ANGELES CONSOLIDATED ELECTRIC RA1LWA\.
Then there was the district along Maple avenue and
Seventh street, tending westerly from the center of the
city. This, too, had been traversed by an electric rail-
way operated under the Daft system; but this like the
others had disappeared, leaving its patrons to mourn its
loss. Besides these were numerous systems of horse
lines, whose patronage entirely justified the operation
upon their routes of superior electric cars, and the absorb-
tion by a large concern of the several companies was a
matter, which as results have shown, would easily suc-
cumb to an attempt.
Accordingly a company was incorporated with a capi-
tal stock of $3,000,000, and with Gen. M. H. Sherman
president, E. P. Clark vice president and manager, F. V.
McDonald treasurer, and A. W. Barratt superintendent.
The company organized, it at once set to work. Lines
were built to reach the sections where roads were most
needed and which are indicated above, all lines passing
through and connecting in the business center of the city.
Captain Barratt had recently left the office of comniis-
Golden State & Miners Iron Works, of San Francisco
Each engine operates 740-horse-power of generators.
These engines have been a marvel of smoothness in run-
ning, have each developed more power than contracted
for and have been successes in every way. The drive
wheels are respectively 17 feet and 19 feet in diameter.
One engine drives two 250-horse-power Westinghouse
multipolar generators and one 2 40-horse-power Edison gen-
erator; the other engine drives one 500-horse-power West-
inghouse multipolar generator and one 240-horse-power
Edison generator. The 500-horse-power generator was
the lirst of that size built in this country and has a
capacity of 700 electrical horse-power. The same may
be said of the two 250-horse-power Westinghouse
machines; they were the first two of that size ever built
in this country and thev were built expressly for this com-
pan}'. This is, therefore, the first plant in this country
installed with generators of large units, and the success of
their operation has fully proven the wisdom of the experi-
ment.
^^ilfc^MtM-^^riCW^:
r,9
The boiler rooms are equipped with 1500-horse-
power of the Stirling water tube boilers, comprising
three batteries of Soo-horse-power each. These boilers
are believed by Mr. Clark and others to be the most
efficient and economical boilers in use for large plants.
The fuel used is oil, suppplied by the Santa Paula Oil
Company, but coal can be used as well.
The power house further contains a machine shop
which is the most complete in its equipment on the coast,
outside of San Francisco. In this a motor can be made
complete, and all the repairs and rebuilding of either
motors or cars are done in this shop.
The car house is iminediatel_v in the rear of the power
house, separated only by a .small open court. This is
built also of brick of the same pattern as the power house
and contains space for 60 cars. It is provided with trans-
fer tables and all other conveniences.
t"i?*^*""Wiw^<t*.
ONE OF THE WESTINGHOUSE GENERATORS — LOS ANGELES
CONSOLIDATED ELECTRIC.
The construction^of the road bed is one of the most
substantial features of the entire plant. Part of it was
built under contract with the Pacific Rolling Mill Com-
pany and part was completed by the company itself. The
trackage is mostly of 45 pound girder combination rails
of the Pacific Rolling Mills pattern, laid on iron ties
imbeded in cement, making a most secure and permanent
mode of construction, there being no ties to rot out and
little repair work required.
The line material is uniform throughout. The poles
are neat and of the same size ; they are 1 2 inches square
at the bottom and from 6 feet up taper to 8 inches square at
the top ; they are 30 feet long, with six feet in the ground ; the
.corners are all champered; they are all painted and pre-
sent an ornamental style of line construction.
There is, including ground wires, feeding wires and
trolley wires, over 120 miles of copper wire mostly sizes
o and 000. All of the line construction has been done in
the most careful manner.
The rolling stock includes 45 electric cars, 15 of which
are double truck, open at the ends and seating 48 per-,
sons. Builders represented are J. G. Brill Company and
GEN M H. SHERMAN, PRESIDENT.
the St. Louis Car Company. Motors are single reduction
Westinghouse, and have given splendid service. One
line is a series of grades from 5 to 13 per cent with deep
cuts and immense fills. Lines are as follows: —
Division. Miles.
Second street 4-5
Depot 3 5
Maple avenue ._ 35
Vernor 5 5
Pico street 3 75
Elysian Park 325
A consolidation of the properties of the electric with
the cable company in all probability will be com-
pleted at an early date. This means what the name of
the company implies, viz.: The Los Angeles Consoli-
dated Electric, whose plant as it stands now is the most
extensive on the coast, and one of the finest in the
country.
A few words need yet be said of the moving spirits
of this great enterprise. It has resulted mainly from
the activities of two men — Gen. M. H. Sherman, the
president, and E. P. Clark, the vice-president and man-
ager. Gen. Sherman is only 38 years old and looks much
younger. He was born in New York but came to the
coast twenty years ago and early identified himself with
the young and promising territory of Arizona. For a
number of years he held the position of superintendent
of public instruction and later of adjutant general of the
territory. He is now a capitalist on a wide scale. He
owns more real estate in Phoenix, Arizona, than anj^
single man there, his tax bill being the heaviest;he is sole
owner of the Valley Street Railway, of Phoenix, is a large
owner in the water system of Phoenix and heavily inter-
ested in the Great Arizona Canal Company, which con-
trols all the irrigation waters of the Salt River Valley
DID THE OSTRICH ACT.
GENERAL MANAGER E. P. CLARK.
General Sherman's success is due to his own efforts.
He inherited none of this world's goods and came west
poor. He is to-day one of the most striking figures
in western development. His energy is restless and irre-
sistible and his brain power appears equally strong.
Yet a young man and a millionaire of his own making
it is perfectly clear that the future for this man holds
great things.
E. P. Clark was born forty-five years ago in Iowa,
and came to Arizona twenty-five j'ears later on account
of his health. For ten years he was county auditor in
Arizona, and subsequently became engaged in an exten-
sive manufacturing lumber business, also in mining and
drilling. He is a man of wide practical knowledge and
experience in handling of men, and under the matter of
fact business methods he has introduced in the opera-
tion of the company, the enterprise has been a success
from the start, and is destined to be a property of great
value.
AN unusual accident in Cleveland recently deprived
an employe the use of his head for awhile. The
East Cleveland sweeper rounded a sudden curve
precipitating one of the crew, head first into the sand-box.
The grinding machinery bruised his head and fractured
his skull, but his prospect for life is still good, and after
this he will refrain from putting his head in the sand.
PEORIA PUSH AND PLUCK.
MANAGER FINLEY, of the Central City rail-
way, Peoria, believes in pushing things.
Before the smoke had ceased to rise from the
ruins of his power house, new generators had been
ordered and were shipped part of the way by express
and on the home stretch by special train. In the mean
time arrangements had been made with a paper mill
for use of water power, and foundations and feed wiring
completed. The fire occurred on the early morning of
January 1 6th, and the 550-horse-power generator was in
place and operating five cars on the 26th, only ten days
after the fire. The temporary return to horses was quite
enough to make the Peorians realize the superior advan-
tages of electricity.
ANOTHER LARGE INTER-URBAN SYSTEM.
WHAT promises to be the most extensive
suburban electric railway in the world has
just been organized as the Central Massa-
chusetts Railway Company at Worcester, Mass. The
new company is composed of the Worcester, Leicester
& Spencer, the Worcester & Millbury and the Worcester
& Southbridge lines, together with proposed extensions
and additions aggregating forty miles of new track and
trolley. The entire svstem will bring seventy-five to
eighty miles of electric under one management.
The most remarkable thing about the scheme is the
large number of towns within the thickly settled area
about Worcester that will be connected and inter-con-
nected by this web of track. Cities, towns, villages
and hamlets to the number of twenty-six, as follows:
Worcester, Marlboro, Spencer, Leicester, Millbur}',
Shrewsbury, Northboro, Westboi'o, Grafton, Sutton,
Northbridge, Upton, Auburn, Oxford, Charlton, South-
bridge, Sandersdale, Webster, Wilkonsville, Farmers-
ville, Fisherville, Rockdale, Jamesville, Rochdale, North
Grafton and Saundersville. The popular summer resorts
in the surrounding region will be touched by the lines,
and mail and express service is to be instituted. A
schedule of fares is to be issued. As the steam road
connections are very poor and the coach and tally ho
facilities nearl)' as bad, the possibly 200,000 people in the
district will be greatly pleased with and duly patronize
the new system.
A sTKF.RT railway employe in Rockford, 111.
recently fallen heir to $3,000,000.
has
THE BROADWAY CABLE.
The Most Difficult Enterprise Undertaken by a Street Railway-A Magnificent Construction-Massive
Machinery-Handsome Power Stations-A Stupendious Triumph of Engineering Skill.
S the Pennsylvania Iron Works Com-
pany have now in succefsful opera-
tion the first cable power plant of the
five stations which they have in
course of construction for the Broad-
way and Third Avenue cable lines in
New York City, our readers will be
glad of the opportunity to inform themselves of the pro-
gress made in this important branch of railway work in
the great metropolis.
It is impossible with words and the engraver's tool to
adaquately present the immensity of the undertaking, the
difficulties of which arose each day like a morning fog,
and the splendid triumph of energy and brains over all.
To onlv those who bore the burden and heat of the day,
man to an end in the following year by the death of
heart-broken Jacob Sharp, on April 5.
But the difficulties which confronted the builders of the
Broadway cable were no whit less discouraging, although
of a different character, than those which impeded
progress in former years. We refer to the condition of
Broadway itself — the sub-Broadway as it were. For
more than 50 years there had been an ever increasing
network of gas. water, electric, steam and other pipesand
conductors burrowing their endless lengths beneath the
busy street, and when at last as a sort of judgment day,
all these works were uncovered and laid bare, the picture
was one to astonish even the best posted in such matters,
and enough to discourage and turn back any man or com-
pany possessed of even more than ordinary courage.
CONSTRUCTING A CURVK.
and we might add, the chill and exposures of many a
stormy night, can ever have a true appreciation of all that
is conveyed in the three words, " Broadway is cabled."
The history of rapid transit on Broadway is intermi-
nably mingled and coincident with the life and labors of
Jacob Sharp, who from 1850 until 1884 kept up a gallant
fight for a surface line along this thoroughfare. Jacob
Sharp when a young man began the public agitation for
a horse car line from the battery to Manhattanville in the
summer of 1851, and kept up a ceaseless combat with the
opposition until August in 1884, when the ordinance was
passed over the Mayor's veto and the injunction of the
court. A. T. Stewart, one of the most astute figures in
New York municipal history, was Sharp's heaviest oppon-
ent. Without ceasing, the endless Irish tenacity and the
bull dog firmness of Jacob Sharp hung to the idea for 30
years. His .successive troubles culminating in an unproved
indictment for bribery in 1887, brought the contest of one
A !■ KW " D11-1'ICL:1,T1KS."
The fight was a long and bitter one, but skill, patience
and great expense finally overcame all, and to-day the
energies which find their current in the iron arteries
beneath Broadway are in an orderly, systematic condition
that is not to be compared with the chaotic mysteries of
the ante-cable days.
THE TRACK
is probably the most substantial of any in existence— cer-
tainly the best on this continent. The lines being divided
into four sections, as follows: —
1st section — South Ferry to Bowling Green 14; mile
2nU section — To Houston street 2 miles
3rd section— Houston to Thirty-seventh '^ miles
4th section— To Central P.ark at Seventh avenue and Fifty-ninth
street ' ""'e^
The yokes are cast iron, weigh 550 pounds each, and
are 5 feet 2 }4 inches long, t,7% inches high to bearings
and 1 2 inches wide at base. They are spaced 4 feet 6
inches from center to center. Each rests on a concrete
foundation 45 inches long by 18 wide and 6 inches deep.
The conduit is 24 inches deep and 15 inches wide, formed
of concrete and brought up to sustain the pavement next
the rail. Carrj'ing pulleys are cast iron and measure 14
inches diameter to bottom of groove, which is chilled and
the ground perfectly true and smooth. Each pulley
with its shaft weighs 35 pounds and are spaced to inter-
vals of 31 feet 6 inches. At such points the conduit is
enlarged to form a pulley pit 42 inches long, 37 inches
wide and 48 inches deep. Sewer connections are as fre-
quent as necessit}' requires.
The track rails rest directly on the yokes, are grooved
girder, made by the Johnson Company and weigh 91
pounds to the yard. Joints have received special attention
and instead of resting on yokes are made 13^1^ inches
between them. The splice is a fish plate, 16^ inches
section" and weighs 40 tons. Ropes are i^ inches
diameter with the usual hemp core and were made by the
John A. Roebling Sons Company, Trenton, N. J., and
the Trenton Iron Company. As already noted there are
two similar ropes in each conduit, (except on the first sec-
tion) so that in any possible case of strand there will
always be the reserve rope which can be started up on a
moment's notice, hence inspection and repairs are not con-
fined to night work, and it is very diffiult to imagine an
accident which can cripple the line.
THE GRIP
used is the double, side opening, with fixed lower jaw and
rope ejector. It is 37 inches long over all, with die lining
23 inches long. It weighs complete about 450 pounds
and is similar to Robertson's. The gripping power is 90
pounds to the square inch, fully 2,000 pounds total.
LAVING THE rails: looking north from canal street.
( From Engineering Magazine. )
long, weighing 1 2 J4 pounds each, fastened with four i-inch
bolts and the McConway & Torley clamps. The slot
rail is 7 inches deep, weighs 67 pounds per yard, is firmly
braced to the track rail with iron rods, and forms a slot
54^ inch wide. The pavement on and between the tracks
is of Maine granite.
The curve work is the best possible and the admiration
of every observing engineer and railway man. The rope
is conducted on horizontal wheels, on separate shafts for
the upper and lower (alive and dead cables) ropes, no
cone pulleys being used. Diameter of curse wheels at
bottom of groove is 30^ inches.
THE CABLES
are seven in number (three of which are the reserve
cables) and have a total length of nearly 11 miles; the
longest being 21,000 feet. This rope is on the "second
THE CARS
are marvels of beauty and comfort, no expense having
been spared in their construction, as has been the rule
throughout the entire system. The Laclede Car Com-
pany has delivered its sample car and will have 25 more
ready within 30 days, being a part of their order for 100
cars. They are 22 foot bodies, 33 J^ feet over all, ex-
treme width 7 feet and roof 10 feet 4 inches above rails.
The ceiling is in natural light woods and very light and
handsome. Windows are glazed with English crystal
glass, cushioned with rubber to the sash v\ hich is cherry.
There are 8 large, high windows on each side, and shaded
with rich spring roller curtains. The double doors at
each end are of cherry. Seats are covered with best
Wilton carpet and all the metal trimmings are solid bronze.
At night cars are lit with 3 center cluster lights of Pintch
73
gas. Both ends of cars are plentifully supplied with
safetj- hand rails of brass and the steps are of specially
easy ascent, hung low, and have rubber treads. The
braking system is the design of the engineering depart-
ment of the road and is powerful and positive. At sides
and ends of platforms wire life guards are placed. Plat-
forms are large and capacious, each end being closed al
one side to prevent accidents from persons jumping on or
off between passing trains. Special provision is made for
quick ingress and egress, the doors being very large and
opening simultaneously by one motion, and with
approaches near the steps.
The John Stephenson Company also furnish one hun-
dred cars of their Bombay roof type, on their own trucks.
They are same dimensions as those already described and
like them seat 30 passengers.
One power house is now ready for service and another
nearly so. The completed plant is
BLASTING BROADWAY.
THE FIFTY-FIRST STREET STATION,
situated on the block bounded by Si.xth and Seventh
avenues and Fiftieth and Fifty-first streets, formerly
occupied by the old horse and car barns. This plant
will drive the cables on the upper end of Broadway and
Seventh avenue, the first rope for which started on its
endless journey on the last day of January, of this year.
The structure is of brick, well lighted from good sized
windows, capacious and convenient. There were no
special difTiculties in the way of its construction.
THE liOII.ER ROOM
has been specially well laid out with a view to conven-
ience, ventilation and applicability for its purpose. The
boilers are six in number and are of the patent Heine
safety type, of 250-borse-power nominal capacity each.
They are set in the most approved manner recom-
mended by the builders, and are also arranged in connec-
tion with Gallager furnace, and the McCaslin device
for handling coal and ashes, located in a large trench
immediately beneath the boiler ash pits. The grates
being dumped deliver into the chutes or hoppers from
whence they pass into trucks below running on tracks
which lead to a convenient dumping place outside. Coal
is conveyed to the boilers by the same means, except that
the tracks are elevated to the surface of the boiler room
floor, and the load is weighed before being dumped into
the coal bank, which is arranged along the fronts of the
boilers. The steam upon leaving the boiler is con-
veyed to the engine, through an elaborate system of
steam piping, especially arranged for high pressures, as
the working pressure of this plant will be 150 pounds.
The piping is so arranged that anj- of the boilers can be
cut out of service without in the slighest degree handi-
capping the efficiency of the plant.
Automatic pressure regulating valves are provided with
each boiler, thus maintaining a nicety of regulation of
steam pressure on each of the boilers.
The boiler room also contains the boiler feeding pump
devices. The heater is of the well known Goubert style
of 1,000-horse-power capacity. The pumps are of the
Snow make. There are two 10 by 5 by 10 Duplex
pumps. The high reputation which these pumps have
established for themselves since their introduction on the
market renders special comment upon their merits unne-
cessary in connection with this article; suffice it to say,
however, that pumps of this make have been installed in
nearly all of the cable power plants throughout the coun-
try which have been recently constructed. Particularly
has this been the case with the stations installed b}' the
Pennsylvania Iron Works Company.
The engines are two high-pressure Dickson-Corliss,
with cylinders 36 inches in diameter by 60 inches stroke.
The fly wheels are 24 feet in diameter and weigh 80,000
pounds each. The main shaft is iS inches diameter in
the bearings and 20 inches in the swell. Engines are
rights and lefts and are placed at opposite ends of the
main driving shaft, to which they are coupled bj' means
of large plate couplings with cross keys and bolts. The
shaft is supported on extra large bearings, which are sub-
stantially mounted on heavy stands anchored to the foun-
dation masonry by 21^-inch by lo-foot anchor bolls.
Power is transmitted from main to drum shafts by rope
transmission, the main shaft drivers being four in num-
ber, 10 feet in diameter and carrying 2-inch cotton ropes.
They are fitted with phosphor-bronze bushings being
intended to remain idle on the shaft when not thrown into
use by means of improved friction clutches with which
they are engaged. This admits of the use of either, or all
pairs of rope drums at will. The driven drums are 32 feet
diameter built up in segments with centers mounted on
hollow steel shafts which are supplied with independent
bearings.
The cable drums are of the solid type, 1 2 feet diameter,
both being driven. They have live removable rims, in
which are turned grooves.
The system of tension apparatus which is in use is that
commonly known as the direct system, and in this instance
is 'contained in a tower of structural iron, and is about 40
feet high, thus enabhng a very wide range of movement
from the tension carriage. The means of lengthening
and shortening the tension of dead ropes is provided on
the end of the tension carriage and is of the usual drum
pattern, arranged to operate with worm wheel and gear.
B^Piilll;'
lUE iluLMUN hlKKET I'OWER STATION.
There is provided in conjunction with this plant a pair
of auxiliary reversing engines, specialh* designed for use
in the operating of the idle cable, and they are connected
to the shaft by means of gears, which are mounted on
either side of the several plate couplings. By the use
of a patented sliding pinion gear, these engines can be
made to operate either half of the entire plant, while the
other half is in full operation and propelling cars. Thus
it will be readil}' seen that a very important feature is
well provided for, viz., the practicability of making speedy
changes in new cables and examining the idle rope at
an)' time during the 24 hours, as it must be remembered
that in the duplex system, while the rope is in operation
continuously, no chances can be taken which will in any
waj' involve the stoppage of the system. With this con-
stantly in view, the builders of the plant have been care-
ful to consider every point which would make these plants
perform the functions required of them, with the least
possible chance of tie-up, and thus prevent any hitch in
any part of the machinery which could possibly extend
beyond a very few moments.
In order to appreciate the immensity of this room and the
ponderous machinery installed, one must needs make it a
personal visit. The room is 100 by 260 feet, and con-
tains no columns or other obstructions to the view of the
machinery.
The foundations for this plant are built entirely on bed
rock and in consequence of this it was necessary to ele-
vate the machinery and its foundation about 14 feet above
the originally contemplated level. The foundations are
built of brick and stone, and are faced up with Philadel-
phia pressed brick, making a very striking appearance
and indicating from the very first entrance in the building
the substantial manner in which all of the work in con-
nection with this monstrous undertaking of installing the
cable system on Broadway has been done. The machin
ery is fully in keeping with its magnificent home.
THE HOUSTON STREET STATION
as shown in the illustration, is a handsome business block
nine stories high, erected at a cost of $700,000 for the ■
building, which fronts 125 feet on Broadwa}' and 200 on
Houston street, occupying the northwest corner. From
the exterior there is little to suggest the mine of power
safely installed in the basement, which was excavated to a
depth of 42 feet below street Wei for the purpose.
The plant is fast nearing completion and will be the
largest of them all.
The engineering difficulties which were required to be
overcome in the preparing of the foundations for the
immense machinery plant, can best be told by the Broad-
way and Seventh avenue Railroad Chief Engineer Major
G. W. McNulty, and would of itself make a ver}' inter-
esting article to our readers, and we will therefore re-
frain from touching upon these points at this time, and
confine ourselves alone to the enormous undertaking of
installing the largest cable railway plant which up to this
time has been attempted, we believe, in the world.
The foundations for this plant are also entirely made
of brick, and have been very carefully laid out, in order
to provide ample weight and surface for the machinery,
at the same time keeping clear of the numerous columns
which are contained within the basement for supporting
the large building. At no point whatever do the founda-
tions for the machinery and thi^ building come in contact
with each other; thus primarily overcoming anj' possible
SPLICING THE TRANSMISSION ROPES.
chance for vibration being telegraphed through the build-
ing, which would necessarily annoy tenants.
From this station will be operated two live ropes, and
there will also be led the two duplex or reserve ropes.
The machinery for transmitting the power of these
ropes in service of the very naturally increased traffic in
^m^'^Mef^^ml^
75
the lower part of the city must necessarily be very much
heavier than at other stations. To compensate for this
there will be introduced four engines of the Dickson-Cor-
liss high pressure pattern, with cylinders 38 inches dia-
meter by 60 inches stroke. They are arranged in pairs
of rights and lefts and transmit their power to a main jack
shaft through a rope wheel, which is 26 feet in diameter,
built up in the sections and mounted on a shaft which is
20 inches in diameter on the journals by 26 inches in the
mounted. These are four in number, 10 feet diameter
each, and contain thirty-four grooves for 2-inch diameter
cotton rope, and like those previously described for the
51st street station, are mounted loose on the shafts and
are engaged for services with a similar clutch device.
The capacity of each of these friction clutches, it might
be stated, is known of 1,000 horse power. In combina-
tion with the jack shaft is also arranged a pair of duplex
auxiliary engines of the reversing motion, for the same
HEINE BOILERS AT 5 1 bT ST. STATION.
ROPE DRIVE AT HOUSTON ST. STATION.
( From Flash-Light Photogra
swell. A half plate coupling is provided on each end
whereby connection can be made with the corresponding
halt coupling fitted to the respective engine shafts, so as
to enable the use of either one of the engines for the pur-
pose of driving either complete set of the cable driving
machinery. The 32 feet rope wheels contain twent}'
grooves of 2-inch diameter for cotton ropes. The main
shaft extends the full width of the building within a few
feet and is 18 inches in diameter, with 20-inch swells,
where the loose rope driving drum pinions are
32-I'OOT WHEEL AT HOUSTON ST. STATION.
ENGINE ROOM AT 5 1 ST ST. STATION,
phs by tlie Review Artist. )
purpose as stated for the other end of the line. From
these 10 feet diameter rope drums the power is transmit-
ted to the first and second driving shafts, for each half of
the winding machinery. The arrangement of this part
of the driving machinerj' is so as to make substantially
two complete systems, entirely independent of each other.
There are eight cable drums of the solid type, 14 feet in
diameter, each containing five grooves, and are made
substantially the same as those described at the other
stations. In fact, it may be stated that the general
76
^Sg^^^|6^%U!w^
arrangement of this machinery, so far as its immediate
relation to the cable drums is concerned, is in every par-
ticular like that of the other station, except that in all of
the parts the dimensions have been very materially
increased. For instance, the connecting shafts are from
20 to 28 inches in diameter, to suit requirements of the
condition, many of the bearings being 20 inches diameter
by 36 inches long. The cable driving pedestals are also
made especially large. The most interesting feature of
this- station to a general observer and a mechanic alike, is
the ponderous proportions of the large cotton rope drums,
which are 32 feet in diameter and contain thirty-four
grooves for 2-inch diameter cotton ropes. The rim seg-
ments are made the entire width of the wheel and are
mounted on two centers with two distinct sets of arms.
The boilers which will be used for generating steam for
this plant will be twelve Heine patent safety, 250-horse-
power each, arranged in two batteries of six each, and
are so connected to the engines b}- the system of steam
piping that will enable the use of any of the boilers to the
exclusion of an)' that may be put out of service, and like-
wise with the engines. There have been supplied here
three 10 by 6 by 10 Snow pumps for the boiler feed
service and two 1,000-horse-power capacity Goubert
heaters. Condensing water is obtained from six tube
wells, each 86 feet deep. The smoke-stack is concealed
by the building walls and is 220 feet high.
In this plant the tension runs and appliances are all
arranged underneath the floor and are consequently
hidden from the view of the visitor. The steam piping is
arranged so as to be kept out of view in the power room,
being carried underneath the floor. To suit the location
the tension apparatus here will be somewhat of the
modification of the one employed at Fifty-first street
station, but the same principle is maintained.
Special facilities have been provided in eacli of these
plants for the handling of an\' of the parts which for any
cause might need repairing or examining, by the intro-
duction of portable and hoisting appliances. In fact, it
may be said that no expense has been spared to pro-
vide any appliances in either of these plants, or
throughout the entire system, which could in any way
contribute to its efficiency or perfectness.
SPLENDID ELECTRIC LIGHT SYSTEM.
The station will be as light as day from its own electric
lighting plant of 5,000 lights capacity. This plant will
represent the very latest developments in electrical work.
The choice of engines, dynamos, wire, etc., was left en-
tirely with H. Ward Leonard & Company, the bulk
electric contractors, and they have selected Siemens &
Halske d^'namos. Ideal engines, and Habirshaw wire.
The dynamos will be direct coupled, that is, will be
placed upon the main shafts of the engines. The engines
and dynamos will run at 300 revolutions per minute.
The voltmeters and amperemeters are of the Weston
manufacture, and the rheostats are of the new and enamel
type, made by the Carpenter Enamel Rheostat Com-
pany.
All of the wiring will be done in interior conduits.
The switches will be of special design, and made
expressly for this building.
There will be 1,900 lamps in the engine room, the
lamps being arranged in coronas upon the columns.
The electric plant will be in operation about the
middle of March, and will thereafter be in continuous
service night and day.
For the owners, President John D. Crimmins has not
spared his own strength or comfort to secure to them a
system that will be one of the finest railway properties in
the world. His fine executive ability has found a con-
stant occasion to display itself, as one knotty problem after
another presented, commanding instant decision and
where a mistake in judgment meant wrong construction
which could never be rectified.
To the Pennsylvania Iron Works Company belongs the
credit of buildincr and installing the several thousand tons
of machinery, and the work already accomplished will be
a lasting monument to W. L. Elkins, Jr., its president,
general manager B. W. Grist and A. E. Moore the super-
intending engineer of construction. The contract taken
by the Pennsylvania Iron Works was one of the largest
and most exacting character, and their satisfaction is nat-
urally proportionate to their efforts, now that installation
has reached a point where the merry travel of the engines
and uniform and noiseless gliding of the endless ropes
tells the story of accomplished success.
STREET RAILWAY GAZETTE CHANGES
OWNERS.
THE Street Railway Gazette, Chicago, has again
changed hands. It is now controlled by J. H.
McGraw, president, and C. E. Stump, business
manager of the Street Railway Journal of New York.
The rumor that the Gazette was to be removed to New
York is now denied. A strong effort has been made to
conceal the identity of the new owners, but we have it
from absolutely reliable authority. Edward Caldwell,
recently of the Electrical World, has been selected to rep-
resent the McGraw-Stump interests here and has entered
on h-is duties as editor.
Lord Salisbury, formally opened the Liverpool,
England, elevated electric, February 4. Lord Salisbury
first visited the generating station and started the engines.
Then his lordship, accompanied by the Earl of Latham,
Lord Kelvin, the electrician-, and the mayor of Liverpool,
entered a car and traveled over the line at a speed of 22
miles an hour. This line was described by the Review
in 1S90 and is operated by electricity.
The New Jersey Traction Company, organized to
gain possession of the Jersey City lines, has selected its
site for the erection of a gigantic power plant. The syn-
dicate has possession already of the Newark Lighting
Company's plants.
77
OPENING OF THE FIRST ELECTRIC IN NEW ORLEANS.
T}iE era of electrical progress began in the
metropolis of the South on February i, 1S93, with
the baptismal trip of the New Orleans & Carroll
ton Electric Railway at New Orleans.
For many months past the engineers and contractors
for the road bed have been battling with the almost bot-
tomless mud and sand upon which the old citj- is founded
and finally after conquering this succession of troubles
from water, mud and quicksand, the road is turned over
to the owners.
On the opening day Chief Engineer A. Langstaff John-
ston, Superintendent C. V. Haile a and deputation of all
the prominent business men of the city, mounted the
beautiful St. Louis Car Company cars, and were whirled
through the city on the wings of electricity. Wondering
crowds, white and negro inhabitants, greeted the new
power with cheers and with exclamations of delight.
The day was a perfect one and no auspicious incident
was wanting to prophesy bon voyage to the envoy of
progress. Aristocratic old families left their high born
repose to stand out in the open air to watch the progress
of the car. Pedestrians stopped and looked back as lon<r
as the cars were in sight, while the more demonstrati\e
school children and colored people cheered like mad. It
was a gala day for New Orleans.
THE EQUIPMENT OF THE ROAD
is modern in every respect, and installed with the care that
characterizes the labors of A. Langstaff Johnston, of
Richmond, Va., who has been engineer in chief.
The power house, situated on Napoleon avenue near
the river, for convenience to water supply, is 85 by 123
feet in dimensions. Here are installed three Babcock &
The cars, when the entire order arrives from the St.
Louis Car Company, will number fifty. Thirty of them
are painted green, ten red and two yellow, to denote
C. V. HAILE, SUPERINTENDENT.
their routes. Each car is equipped with a 25-horse-
power General Electric single reduction water proof
motor and is 18^ feet in length.
THE INAUGURAL TRIP — NEW ORLEANS.
Wilco.v boilers of 300-horse-power, and three engines,
Lane & Bodley compound condensing, of 300-horse-
power, furnished by C. S. Burt & Company, of New
Orieans. The engines are connected to three 200 Kilo-
watt Thomson- Houston dynamos. The car barn, near
CarroUton avenue, is 128 feet wide by 265 feet long, with
paint shop and repair facilities in connection.
J. G. White & Company, of New York, were contrac-
tors for the overhead construction, for which the Ansonia
Brass & Copper Compan3' furnished the wire.
The rail is divided as follows along the 10 miles of
line: Five miles of 50-pound steel T, made by the Belle-
ville Rail Company, of Birmingham, Ala., and sold by
G. Herbert Ellerbe; five miles of Johnson girder, and a
considerable amount of Duplex Strt Railway Track
Companj^'s special^-. This order is the first of the kind
in New Orleans. Center pole construction is used.
Chas. Munson Company furnished the belting for the
power plant from their New Orleans house.
One of the specialties introduced in the power house is
the electric current disconnector, made by the Johnston
Safe Automatic Electric Company, of Richmond.
The officers of the company are J. Hernandez, presi-
dent; Walter V. Crouch, secretary, and Chris V. Haile
superintendent.
So much of the success of the installation of the line
has depended upon Mr. Haile that we are pleased to
present his features as those of the first electric railway
superintendent in the Crescent City. The engraving of
the trial trip tells better than words the keen interest that
the new line has aroused.
The New Orleans City & Lake Railroad, of which
H. Mitchell Littell is the manager-elect, will follow this
event with the changing of his line from the mule to
electricity within the next twelve months.
STURGES' SLEET TROLLEY WHEEL.
A TROLLEY for cutting sleet from the wire has
been invented by William H. Sturges, superin-
tendent of the Utica Belt Line Street Railroad
Company. Instead of being solid the wheel has spokes
and is divided into halves, one of which is shown in our
engraving. Each half is free to turn independently of
the other, and the groove for the trolley wire is made
very deep and narrow, being, in fact, just wide enough
for the trolley wire. The shoulders on the edge of the
groove act to break the ice before the trolley wire begins
INSIDE VIEW OF HALF OK STLRGES' SLEET TROLLEY WHEEL.
to make contact in the bottom of the groove. This trol-
ley has been tried in several sleet storms with succe.ss and
without the usual sparking.
The wheels, as shown us, are made of cast brass and
are very light. When sleet begins to fall it is simply
necessary to replace the usual wheels with the "sleet cut-
ters" and the traffic goes on without interruption.
No one who has ever had anything to do with trolley
wires in a heavy sleet storm can fail to realize the field
there is for an invention of this kind. It is cheap but
wonderfully effective and will save many a road from
tribulation. If sleet is allowed to form the trolley wire
will be practically insulated, and, unless there is some
quick way to clear it, traffic will either be stopped or
slowed to such an extent as to cause much complaint.
ANNUAL MEETING NATIONAL ELECTRIC
LIGHT ASSOCIATION.
THE annual meeting of the National Electric Light
Association, the sixteenth occasion of which is
Februarj' 28, will be held in the Bell Telephone
building, corner of Tenth and Olive streets, at St. Louis.
This meeting will be of more than passing interest to
street railway men, as many of the subjects under discus-
sion are closely related to street railwaj' practice. The
program includes the following papers: "Under What
Conditions is the Use of Water Power Economical?" L.
B. Still well, Pittsburg; C. S. Bradley, Ft. Wayne, on
"Long Distance Transmission of Power;" R. H. Sterling,
Denver, "Some Experiences with Alternating Systems;"
E. A. Armstrong, Camden, N. J., "Morals of Corpora-
tions;" Captain Wm. Brophy, Boston, "Electrical Insur-
ance;" with papers by Dr. Bell, Boston; William Stanlej',
Pittsfield, Mass., and Professor Weston, of Newark, N.
J. Professor George Forbes, the London authority on
long distance transmission, may be present and read a
paper and Professor Elihu Thomson will take part in dis-
cussion. The crowning event of the meeting will be the
lecture at Music Hall on Tuesday evening, by the bril-
liant Nikola Tesla, in which some experiments will be
performed.
It is not often that the West is honored by so distin-
guished a group of electricians and this meeting should be
greeted by a large attendance of all electric workers.
WHERE TO BOARD IN CHICAGO.
THE Street Railway Re\ikw, realizing the
annoyances and inconveniences that strangers will
experience in securing a desirable stopping place
when away from home, and which will be largely
increased in Chicago during the Fair, has formulated a
plan for assisting its readers in this dilemma.
We have already secured a large list of desirable
places, including hotels, good boarding houses and suit-
able private famihes, where accommodations may be had
for any length of time desired, and ranging in price
according to the location and accommodations. Thou-
sands of the best families in Chicago will open their
homes for a limited number of guests each, and such
places will on many accounts afford specially desirable
quarters. We know the demand will be large, but expect
to have a supply that will be ample. Readers desiring
further information will please address the Review,
stating about what time they desire accommodations, for
how long and to what extent. We make no charge for
this service.
The People's Traction Company of Philadelphia, suc-
ceeds the People's Passenger Railway Company.
^gefc^fe^^*^^
79
MCDONALD'S BROAD RIPPLE PURCHASE.
CONSIDERABLE excitement was caused in street
railway circles at Indianapolis, some time since,
by an unknown individual who appeared in that
city without any name or address, and began investigat-
ing the famous Broad Ripple franchise which has been in
statu quo for nearly two years.
The excitement was finally allayed when it later became
known that R. T. McDonald, of Ft. Wayne, was the
principal in a deal that contemplated the reviving, buying
and galvanizing of the right to build an electric line
between Indianapolis and Broad Ripple. Dr. Cal. Light
is the present holder, but litigation and other troubles
have prevented the build-
ing of this much needed
suburban route.
Mr. McDonald says that
any litigation against the
road will be fought to the
court of final resort, and
that he represents no
scheme, combination or
syndicate. He is sure that
the road would pay and is
willing to attempt it. He
wishes a 30-year franchise,
agrees to pay 2}^ per cent
for the first 5 years, 5 per
cent for 15 years and 7
percent for the remaining
10 years. Mr. McDonald
contemplates an additional
complete system of subur-
ban connections. New
franchises will be asked
and no doubt given.
We wish to assure the
good people of Indianapo-
lis that their Broad Ripple
road is perfectly safe in
Mr. McDonald's hands.
He is a man of no ordinary
mind or experience.
Ten years ago R. T. McDonald was a poor man. To-
day he is one of the financial pillars of Ft. Wayne, a town
noted for its wealth. Mr. McDonald is yet this side of 50
and a native Indianian from Steuben county. When he
was a 3'oung man he went to Ft. Wayne, entering a dr}-
goods establishment of which he was afterwards third
owner. His business career was interrupted by a long
and honorable war record, but returning to Ft. Wayne
resumed the art of peace with the same fire and enthusi-
asm.
Mr. McDonald braved the uncertainties of inventions
and became president of the Jenney Electric Light Com-
pany. The concern grew, was added unto and has made
its backers wealthy.
Mr. McDonald is thoroughly interested in street rail-
ways at Ft. Wayne, New Orleans and other points, with
business connections with literally hundreds of other
enterprises. He is a Scotchman with all a Scotchman's
tenacity, and an American with all an American's shrewd-
ness.
Mr. McDonald is a firm, fighting Republican, a pub-
lic-spirited citizen and a thorough gentleman. A number
of good stories of his earlier life are told at Ft. Wayne.
It is said that once when poor and unknown he applied
to a hotel for lodging, but was refused because he had no
baggage. Mr. McDonald told the land-lord that some
day he would come back and buy him out. Ten years
later the prophecy was fulfilled. His application for a
loan of $25 was refused once by a bank. Five years
later his check for $125,-
000 saved the same insti-
tution from ruin. A great
admirer of Judge Gres-
ham, he bitterl3- opposed
Harrison's nomination at
the last republican national
convention and took the
Ft. Wayne Blaine club to
Minneapolis at a cost to
his own pocket of $9,000.
Nothing daunts him. He
goes into nothing rashly,
and we prophecy final
triumph for the Broad
Ripple line and R. T.
McDonald.
Through the kindness
of D. O. Beldin, of the
Aurora Electric Railway,
the Universitj' Extension
lecture delivered by Pro-
fessor Thwing, of the
Northwestern University,
was illustrated with a 500-
volt current from the
trolley.
R. T, M'DONALD.
The Metropolitan, of
Kansas City, has had a
daily increase of 2,200 fares during the past year.
MASSACHUSETTS RAILWAYS.
ON the thirtieth of September, 1892, Massachu-
setts had 814 miles of street railway, an increase
of 190 miles over the previous year. Of this
492 miles were wholly or in part electric, with one stor-
age battery line. The aggregate capital stock is
$23,540,536, an increase of $4,000,000. There were
193,760,783 passengers carried, an increase of 18,000,000.
The average received for transportation of a passenger ■
was 5.07 cents, cost 3.85 cents. The total dividends were
$1,582,668, an average of 6.72 per cent against 5.63 of
preceding year. Fatal accidents numbered twenty-six.
so
STREET RAILWAY LAW.
EDITED BY MR. FRANK HUMBOLDT CLARK, ATTORNEY AT LAM% CHICAGO.
Ordinance requiring Street Railway to -pave 2><^>'t it
Street.
Under an ordinance requiring a street railway company to keep tlie por-
tion of tlie street between its tracks, and two feet on each side thereof,
in as good repair and condition as the city keeps tlie balance of the
street, it is the duty of the street railway company to pave said portions
of the street when the city paves the balance.
It is insisted by counsel for respondent that no further
duty is imposed b}' the ordinance than to repair the por-
tions of the streets in question, and that the duty to repair
does not include the obligation to pave. Under the duty
to repair would doubtless be included the liability to
restore any pavement that might be put down by the
City; but simply to repair cannot be construed into a
duty to place the pavement in the first instance. Coun-
sel for the City contend that the ordinance in question
means more than simply to repair. In determining the
rights and duties of the respective contestants here, a
liberal construction should obtain in favor of the relator.
The grant to the respondent of the right to use the streets
for the prosecution of its business for profit i.s a benefit
and privilege, and the rule is that such grants are to be
construed against the beneficiar}'. Taking the language
of the contract between the parties in its literal meaning,
we thii;k it cannot be confined simply to repairs. We
think that when the city paves the balance of the streets,
the duty devolves upon the respondent company to pave
between its tracks and two feet on each side. When the
Citv paves, if the railroad company declines, it cannot be
said that it keeps those portions of the streets in as good
condition as the City keeps the balance. In order to
meet this obligation, the railroad company must pave.
No question of changing the grade of the street is pre-
sented by the pleadings. The ordinance provides that
said portions of the street sliall be kept in as good repair
and condition as the city keeps the balance, and of even
grade with the street, excepting in cases of regrading.
The 13th section of the ordinance expressly provides that
the grade of the railway tracks shall not be changed at
the expense of the railway company.
That mandamus is the proper remedy is not denied.
It is settled by authority that the writ will lie against such
a corporation to compel it to perform a clear duty to the
public.
(Sup. Ct. Fla. State vs. Jacksonville St. R. Co. 10
So. Rep. .S90.)
(Note. — In the case of Mayor vs. New York & H. R. Co. (Supreme
Court N. Y.) 19 New York Supplement 67, a street railroad had been
authorized to lay its tracks in certain streets on condition that it should
pave the streets in and about the tracks. Afterwards an Act was passed
authorizing it to extend its tracks in Madison avenue from 79th street to
86th street, and as far northerly as the avenue might from time to time
be opened, but it did not expressly impose the condition that it should
pave the street — merely providing that in the construction, use and
operation of its tracks and extensions, it should have the same rights
and privileges which it then possessed under former grants. The Act
also provided for the appointment of commissioners to fix the amount of
compensation to be paid for the rights and privileges granted. It was
held that the Act did not impose on the company the duty of paving
between its tracks north of 79th street. — Ed.)
Electric Railway — Operation by Construction Company
— Liability for Personal Injuries.
Though under the contract for the construction and
equipment of an electric railway line, the construction
company agrees to operate the road satisfactorily for ten
days before payment for the equipment, still where during
that time regular passenger cars manned with the usual
help and on which the public are invited to take passage
at the usual fare, are run, the railway company is
responsible for an accident to a passenger occasioned by
negligence in the operation of the cars.
(Sup. Ct. Wash. Cogswell vs. West St. &c. Elec. R.
Co. 31 Pac. Rep. 411.)
Care required of Street Raihvay at Crossinu- of Steam
Railway — In/urv to Passenger on Street Car.
A passenger in a street car, while crossing the tracks
of the Chicago & Northwestern Railwa}', was struck by
an engine belonging to that road and seriously injured.
The action was brought against the street railway com-
pany' and the steam railwav company jointly'. Judgment
was rendered against both, and the street railway com-
pany alone^ppealed.
Upon the trial there was evidence that upon the arrival
• of appellant's car at the Rockwell street crossing, the
gates were down and a freight train was passing; that as
soon as the gates were raised by the man in the signal
tower, appellant's conductor, who had gone ahead of the
car, gave the signal to the driver to come on; that he
gave this signal before the freight train had completely
passed; that as soon as the freight train was entirely by,
the driver of appellant's car started on and went directly
in front of an engine going in a direction opposite to that
in which the freight train was moving.
Grade crossings are well known to be places of immi-
nent peril; the diligence of the carrier at these points
must be proportionate to their well kno'Vvn danger. We
think it was the duty of the servants of appellant to go
forward upon the railroad tracks to a position where
could be ascertained the fact whether or not the cars of
said Northwestern Railway Company were approaching
said crossing.
It is immaterial that the negligence of the Chicago &
Northwestern Railway Company may have been greater
than that of appellant; the question presented, so far as
appellant is concerned, is, Did it perform its duty toward
appellee, its passenger?
(App. Ct. 111. Martin vs. West Chicago St. R. Co.;
not yet reported.
Street Railroads — Use of Steam — Ordinance — Turn-outs
tnnl Switches.
A city ordinance authorized the construction of a rail-
way on certain streets "to be operated by electricity or
such other power as will not unnecessarily obstruct the
use of said streets by the public." Held, That evidence
81
that it was not intended to allow the use of steam, was
inadmissible. Said ordinance did not confer on the com-
pany the absolute right to operate its cars by steam, the
question as to whether the use of steam would "neces-
sarily obstruct said streets" being one of fact foi the jury.
The grant of a right to construct a railway carries with
it the right to construct such turnouts and switches as may
be necessary for the successful operation of the road.
Where a citj- ordinance grants permission to build a rail-
road in its streets the right of the city to be consulted
about the situation of side tracks, switches and turn-outs,
is of equal dignity with the right of the railway company
to construct them; and until it can be shown that the city
has waived its privilege or declined to act, the railway
company is not entitled to an injunction in that respect.
(Sup. Ct. Tex. Mayor vs. Houston B. & M. R. Co.
19 S. W. Rep. 786.)
Elevated Railroad — Conditional Franchise.
The condition in the articles of association of an elevated
railroad company organized under the New York Rapid
Transit Act, that the compan)- shall not be permitted to
do any work towards the construction of its road on a
certain street until it shall have entered into an agreement
.vith the companies owning and operating a surface steam
railroad thereon, transforming said surface road into a mere
street railway and transferring its operation b}' steam to
the elevated tracks, is a condition subsequent and does
not prevent said elevated railroad company from acquiring
a franchise or capacity as a corporation until such contract
is made. The agreement directed is to precede construc-
tion, and not corporate existence. The company is to
make the agreement, and it must exist first irr order to
agree at all. When it has acquired corporate life and so
has capacity of acting, it is endowed, not with absolute,
but with a conditional franchise to become absolute, by
the performance of one or more imposed conditions.
Such condition is authorized by the provision of the
Rapid Transit Act, that commissioners may impose such
conditions on railroad companies organized under it as
shall seem expedient, and that they shall embody the con-
ditions in the articles of association tendered for accept-
ance.
(N. Y. Ct. App. In re Atlantic Ave. El. R. Co. 32
N. E. Rep. 771.)
Contracl to Construct Street Railway to Plaiutitf's Land
— Action for Breach — Damages.
A street railway corporation, of which plaintiff and
associates were stockholders and officers, in its corporate
capacity, agreed to sell certain franchises to defendants,
stipulating to transfer to them additional rights of way
over certain portions of the proposed route. Afterwards
plaintiff and associates, as individuals, sold and transferred
the stock of the corporation to defendants, the latter
agreeing to construct and complete the railway within a
specified time, to a certain point, which was over the
route for which the corporation agreed to secure the
rights of way. Held., that the failure of the corporation
to secure the rights of way is no defense to an action by
plaintiff for the breach of defendant's agreement to con-
struct the railway, as their contract with plaintiff and
associates was separate and distinct from the contract
with the corporation.
After plaintiff had purchased on contract land which he
subdivided for residence lots, defendants agreed with him
to construct to such land a street railway within a speci-
fied time and to sell tickets for passage to residents and
property owners on such land, at a specified price.
Held, that in an action for breach of defendant's contract,
defendants must have known that the loss to plaintiff of
the enhanced value of the land by the construction of the
railwaj-, would be the result of their failure to perform
the contract.
(Sup. Ct. Ore., Blagen v. Thompson. 31 Pac. Rep.
647.)
Crossing of two Street Raikvay Tracks — Care required
— Collision between Street Cars.
Deceased was a driver of a horse car, in the employ of
the West Chicago Street Railway Company, and was
thrown from his car and killed by a collision which
occurred between the car which he was drivintf and a
grip car crossing its track.
Where street cars of two different lines have equal
rights at a crossing of their tracks, the fact that the hind end
of the car upon one of them is struck by the front end of
the other, while passing over such crossing, of itself and
without explanation, raises the presumption that the collid-
ing car was carelessly managed. * * *
Any increase in speed of the horse car or lessening of
the speed of the grip car only makes the case worse for -
the grip driver. He was bound to see the horses when
they entered upon the cable track, and if he did see them
there was no rate of speed shown by the evidence of both
or either of the cars that would render it impossible for
him to stop the grip before he struck the rear end of the
horse car, if he exercised reasonable diligence to do so.
If he did not see the horses take the crossing, or havinc
seen, did not apply his brake in time, or with sufficient
power, then he was negligent. If he undertook to calcu-
late the rate at which the horse car was moving and by
that calculation gauged his own speed, he took the risk
of all errors in his estimate. Nor is he relieved by any
sudden or unexpected slackening of the speed of the
horse car in going over the track. The horse car had
the crossing and the gripman was bound to so govern the
movement of his train as that whether the horse car went
fast or slow, and even if it came to a dead stop with the
rear end still in the cable track, he could stop before
striking it.
(Ills. App. Ct. Chicago City Railway Company v.
McLaughlin. 40 Ills., App. Rep. 496.)
A PROMINENT coal dealer of Winnipeg, Manitoba, has
given the use of his offices as a waiting station for street
railway passengers. The gentleman thinks the adver-
tisement worth the trouble. Many other railways may
profit by this exchange of courtesies.
82
TWO POWER HOUSE FIRES.
JANUARY seemed ambitious to keep up December's
reckless record in the matter of destruction. The
year is j'oung yet but if this thing continues we
shall be compelled to call for a special insurance rate on
power houses.
On the sixteenth of the month the Tiffin Electric Light
Compan}''s plant, including the almost complete power
RUINS OF TIFFIN PLANT.
house that was to furnish the electricity for the two rail-
ways at Tiffin, Ohio, was laid in ashes. The loss was
$30,000, partially covered by insurance.
Three hours earlier, the same mornin<r, tire was dis-
covered at the machine shops of the Central Railway
Company at Peoria. Before the fire could be controlled
the entire plant was in flames. This loss involves $20,000
THE FIRE AT PEORIA.
on buildings, $12,000 on engines and boilers, $6,500 on
machinery, $35,000 on electrical equipment, and $27,500
on nine motors, making a total of $101,500. The insur-
ance was $61,500.
In the latter conflagration two employes were consider-
ably burned about the face in their efforts to escape. In
both cases the firemen worked at a disadvantage from
late arrival and lack of water. There ought to be under
ordinary circumstances proper facilities in every car barn
and power house for fire protection.
The Review artists were earl}' at the scene of action,
as our engravings of the events testify.
The Lindell, St. Louis, narrowlj' escaped a serious
blaze at its car barn on Fairfax street. The flames in
this case were discorered in time, and made a loss of
onl)' $600. The fire was extinguished by running the
burning car out of the barn. This happened January 11.
EVERETT, WASH., ELECTRIC ROAD.
NINETEEN months ago the spot of land at
present occupied by the city of Everett, Wash.,
was a w ilderness of fir and cedar trees. To-
day 5,000 inhabitants have dispossessed the original settlers
and built 18 modern brick blocks and many miles of
planked streets and plank walks over the former theater
of the forest primeval.
Factories, too, have settled down upon this pleasant
spot. On the Puget Sound or salt water side of the town
a nail factory is already turning out 200 kegs of wire
nails per diem; the south part boasts of a large paper
mill, a steel barge works on the northern side, with a lib-
eral garnishment of lumber factories, shingle mills and a
pressed brick factory.
With its situation on the Snohomish river and Puget
Sound, and being the terminus of the Great Northern,
Everett has a great future, and the Everett Railway,
Power & Light Company appreciates and has faith in
this fact. This companj- has entrusted to Leo Daft the
installation of a complete arc and incandescent light plant
and seven miles of electric railway. In its power plant
will be found Ball cross compound condensing engines in
units of 200, 150 and 150; four tubular Washington
Works boilers of Seattle; Westinghouse dynamos and
40-horse-power, single reduction Westinghouse motors,
under American Car Company's cars on McGuire trucks.
The station will admit of an increase of 1,000-horse-
power in the future. The seven miles, standard gauge
track with one loop, 3 turnouts and 7 curves has an over-
head construction of No. i hard drawn copper wire.
The small car equipment is at present all the trafEc
demands. But increase of cars 'and service will surely
follow the success that is sure to be attained by Everett
and its railway.
NORWICH, CONN., LINES CHANGE HANDS.
THE Norwich, Conn., Street Railway Companj' has
passed into the Hands of a Boston syndicate and
the following Boston men will act as trustees:
Wm. A. Tucker, John T. Crocker and Francis Peabody,
Jr. The old management will probably be retained,
with E. P. Shaw as superintendent.
It takes 250,000 feet of natural gas per day to run the
power plant of the Ft. Wayne, Ind., railway.
83
ONE LARGE VERSUS SEVERAL SMALL
CAR BARNS.
A SYMPOSIUM.
THE recent destructive car barn fires at Milwaukee,
Boston, St. Louis and other places of less note, and
consequent loss of rolling stock, have been the
cause of some question as to the advisability of storing a
large number of cars in one place.
With a view of ascertaining the opinions of some of
our most noted managers, the Review wrote to a half-
dozen in various cities, asking their judgment on the
question. Their replies make up the present symposium.
J. E. RUGG,
superintendent of the Citizens' Traction Company, of
Pittsburg, says: "In m}' opinion circumstances ought to
govern, but I prefer small car-houses well distributed,
instead of concentrating a large amount of property in
one place. A verj- long route with large equipment is
better operated by having a car house at each end. I
.hink the power house should be separate from the car
storage."
HENRY HURT,
president of the Washington & Georgetown, of Washing-
ton Cit}', replies: -'We favor car houses at the termini of
each line."
JOHN N. BECKLEY,
of the Rochester, N. Y., railway, states that his opinion
inclines to one large rather than to two small car houses
on an electric road, and this at the center of the S3'stem.
This method gives the superintendent the best opportun-
ity to manage the plant, as well as giving more economi-
cal service.
TOM L. JOHNSON,
of the Brooklyn line, at Cleveland, O., drops legislative
duties long enough to write from the House of Rep-
resentatives at Washington. Mr. Johnson says: "With
smaller companies having 50 cars or less I prefer one
car house. When the companies are large my practice
has led me to limit the contents of one house to not over
100 cars, multiplying houses beyond that point. But
really it is very hard to lay down a rule, as so many ele-
ments enter into the question."
THOMAS II. m'lEAN,
general manager of the Houston, West Street & Pavonia
Ferry Railroad Company, of New York City, replies: "I
fail to see wherein a large depot should not be as safe
from fire as smaller ones, assuming that every precaution
is used. I attach great importance to the use of the wet
pipe sprinkler system, having had personal knowledge of
their efficiency in checking fire prior to the arrival of the
department. It is of course essential to have an efficient
staff of watchmen. If several divisions are concentrated
in one the building might be isolated to an extent, thus
reducing the risk considerably.
GEO. \v. baumhoff,
of the Lindell, of St. Louis, declares unequivocally in
favor of the large car house, provided the arrange-
ment of the tracking is such as to facilitate the removal
of cars in case of fire. Mr. Baumhoff says: "A large car
shed can be built with track similar to switch track in
steam railroad yards, which, on account of the loss of
room in car sheds having less depth, would be a decided
disadvantage. A car shed with the longest possible
length, having one main track crossing and leading into
each main track at each end of the building, is in my
opinion the best adapted and least e.xpensive to maintain,
and insures less loss of space."
C. S. SERGEANT,
of the West End, of Boston, thinks that if proper fire
protection is afforded that the large car house has the
advantage. He suggests that the barn be constructed in
fire proof sections. Mr. Sergeant also states: "The car
house should be so situated as to get the greatest amount
of time on the street for the men employed in the car
service within the number of hours' labor which are
established to constitute a day's work. This element of
expense I should deem of more consequence in determin-
ing the location of houses than the expense incident to
protection against fire."
The Review will be pleased to hear from other man-
agers having views on this highly important question.
NEW DEAL AT SEATTLE.
THE Seattle Consolidated Street Railway Company
has undergone changes that may result in changes
on all the Seattle roads. The new president is F.
T. Blunck, of Davenport, Iowa, and the stock is now con-
trolled by eastern men. C. S. Clark, of Kansas City,
will have the management of the road, and it is the inten-
tion to devise means for consolidation with other of
Seattle's numerous roads. Seattle has 104 miles of sin-
gle track, but divided among so many lines that few of
them are paying expenses. Previous attempts at consoli-
dation have failed, but it is thought that eastern capital
may be able to effect it.
HOW LONDONERS TRAVEL.
IN " dear old Lunnon, d'ye know," it takes 10,000
horses to work the extensive 'bus system on which
so great a portion of the metropolitans depend for
transit and the road cars require 3,000 more. Besides
this 20,000 tram horses are in use hauling two and a half
ton cars. Each omnibus weighs one and a half tons and
carries a ton of passengers, earning forty-four shillings or
$11.00 per diem. The capital required for the omnibus
service is $7,500,000, and for the tram lines $17,500,000.
The average cost of food per week is $2.50 per horse.
The corner of Bleeker street and Broadway has been
bought by the Metropolitan, of New York, for $750,000.
An office building will probably be erected.
84
THE TROLLEY BOY.
of the amusing features of some Old
World lines, to an American at least, is
a functionary who would be known in
English as the trolley boy. It seems
that the epidemic common here a few
years ago, which caused the trolley to
leave the wire at inconvenient times and
places, has traveled eastward, contrary to the general
rule, and now turns up in Europe. We admit, how-
ever, that the European method of curing this trouble
is an original one, and gladly give them credit for it.
On the Vevey-Montreux road in France the current
is taken from two copper tubes of .6 inch inside diam-
eter, slotted on the under side and with the contact
sliding inside. These tubes are hung from wooden
brackets and have steel wire along the top to help
prevent sag. As there is some trouble at switches the
company emploj'S a trolley boy to roost on the car roof
and keep the trolley " in the way it should go." At
another place where the under running trolley is used
the boy stands with the rope in his hand, on the rear
platform, ready to replace it whenever it runs oH. And
now word comes that the Staffordshire trolleys described
in our December issue come off frequently in regular
service. Americans rather expected this although ear-
nestly hoping that the Staffordshire S3'stem would be a
success, and it may yet be with slight modifications. One
English paper even goes so far as to suggest that a
trolley boy may eventually be necessary on the above
line. We fear that the gravity of an American street
railway man would be seriously disturbed by the sight of
a trollej' boy vainly striving to steer the "cranky" double
jointed trolley around one of the sharp curves on the
above road, for the reason that Americans have latel)'
been given to understand that their experience and
patient work for the last ten years has been thrown awa}',
and that England would now proceed to show the world
how to build trolley lines.
NEW CABLE LINE FOR PHILADELPHIA.
THE directors of the Philadelphia Traction Company
have voted to rebuild the entire cable system, put-
ting in the most modern and approved methods
and appliances. A power house for the electric feeder
lines will also be built in the North-central part of the
city. Samuel Hart & Sons will probably take the con-
tract for the power houses and the Field Engineer-
ing Company for the electrical equipr»ent. The direc-
tors are heartily in favor of sparing no expense to
make the new lines the best that money, brains and
pains will procure. The paving which the road lays
will be asphalt, block or brick, as the residents along
the line may vote. The manifest intention of the Trac-
tion Company to make the facilities the best ought to
be met with the utmost consideration on the part of the
citizens.
PASSENGER TRAFFIC IN ST. LOUIS IN 1892
THE St. Louis railways have officially published
their traffic totals for 1892. The returns are
gratifying and read as follows :
Missouri Railway _ _ 14,708,1^6
Lindell 12,411 ,794
St. Louis 12,301,596
Union Depot 10,628,535
Citizens' 9,372,125
FourLli St. & Arsenal (leased) 22,532
Baden & St. Louis 193,144
Union Line 820,497
Bellefontaine 3,072,992
Cass Ave & Fair Grounds 4,151,592
Jefferson Ave _... ii9S7<5Si
Mound City 4,484,728
Nortliern Central _ 1,046.508
Peoples' 4.731.379
St. Louis & Suburban 7i037.685
.Soulliern _ 4,744,761
Total 91,685,576
This shows an increase of ten and a half million pas-
sengers over last year and twenty-five million over 1890.
Nearly all railway stock reported is above par, Jeffer-
son avenue bringing $300 and Union Depot $200. The
index of a city's material prosperity is its railways,
which rule shows St. Louis to be in a highly prosperous
condition.
SYNDICATE AT BRIDGEPORT.
THIC new syndicate which has bought the East End
fine at Bridgeport, Conn., at the head of which is
Col. N. H. Heft, is attempting to gain control of
the " old line " — the Bridgeport Horse Railroad Com-
pany'. Chas. Hotchkiss, the owner of the latter line,
however, [wants $100,000 more than the syndicate are
willing to pay and matters are at a standstill. Should the
syndicate gain control the whole Bridgeport system will
be rebuilt and electrified, giving as high a grade of ser-
vice as can be found anywhere.
A GOOD RECIPE FOR WHITEWASH.
TO make a good whitewash for car barns take a half
bushel of good unslacked lime and slack with
boiling water, covering up during the process to
confine the steam. Strain the liquid and add a peck of
salt dissolved in warm water, three pounds of ground rice
boiled to a thin paste, a half pound of Spanish whiting
and one pound of clean glue previously dissolved by
thorough soaking. Heat this mixture just below the
temperature of boiling water. (This can best be done
by putting the kettle inside another kettle of boiling
water). Add five gallons of hot water and stir well.
Let stand for five days. Coloring matter can be put in
if desired. This kind of whitewash has been on the
White House for vears, and is nearly as good to-day as
when applied.
John Greenleaf Whittier's estate was found to
amount to $133,000, mostly invested in railroad and elec-
tric stocks covering over 100 investments.
85
THE NEW LINE AT COLUMBIA, PA.
DECEMBER 21, 1S92, was a red letter day in
Columbia for the Columbians and for William
Given, all on account of the opening of one of
the prettiest little electric railwa}- plants in the great old
state of Pennsylvania.
The power equipment of the road is just such as Pres-
ident Given would be expected to buy, and consists of
one 1 2_5-horse-power Ball & Wood horizontal, automatic
cut-off engine. The engine is fed from a Supplee Steam
Engine Compan\-'s horizontal tubular boiler, 6 feet di-
ameter by 18 feet long, with 122 three-inch tubes. Its
horse-power is 125. A No. 8 Otis heater, Worthington
pump and Korting injector complete the Kst of steam
appliances. The electric equipment consists of one 125-
horse-power Westinghouse multi-polar railway generator
and four car equipments
of eight 20-horse-power
Westinghouse motors,
single reduction. J. G.
Brill Company made
the four motors and
two trail cars, each 18
feet over all.
The rail is 66-pound
Johnson girder, care-
fully bonded. The
gauge is standard.
The buildings of the
company consist of a
car shed 30 by 100 feet,
a boiler room 25 by 60,
an engine room 20 by
48, two stories high,
and an office building
of two stories.
The principal spirit in the enterprise is William B.
Given, whose portrait is herewith presented. Mr. Given
is a lawyer by profession, but finds time between ques-
tions of legal importance to put forth his best energies in
any direction that will develop the interests of his city.
This loyal citizen in return is loyally supported by other
loyal citizens, who willingly concede Mr. Given the honor
of the enterprise. The other members of the manage-
ment of the Columbia Electric Railway Company are
Joseph Janson, treasurer, and Frank S. Given, superin-
tendent.
On the day of the inauguration of the system President
Given tendered a banquet and inspection trip to the
prominent citizens, stockholders of the road, and news-
paper men of Columbia.
INSURANCE RATES NOT AFFECTED BY
THE TROLLEY.
WILLIAM GIVEN.
"Conductor! Conductor!" screamed an e.xcited old
lady as she pushed on to the platform of a Pittsburg car,
the other day, "well ma'am ?" "There's a drunken man
in there with his arms around a young lady. You ought
to see about it !" "Is it embarassing to the lady ma'am?"
asked the conductor in good faith. The crowd howled.
THE most fertile imaginative product of the century
is the trolley liar. He lies by note, and runs the
whole gamut from the high C of the deadly wire
to the gutteral G of the fire insurance rate. He lies twice
as fast as the campaign liar, and is believed eight times
more.
The latest howl comes from the New York Tribune,
and a supposititious interview with J. H. Washburn, vice-
president of the Home Insurance Company, reads as fol-
lows : " Last summer the Board of Fire Underwriters gave
notice that the insurance rates would be raised if the trol-
ley came onto the island." A letter from Mr. Washburn,
of January 11, says: " The Board of Fire Underwriters
is not a rate-making body, and the only action taken has
been the ordering of an investigation of the Tariff Asso-
ciation." This report has not been yet made.
The same bright young man who gets up interviews
says in the same article: "Insurance rates were raised
in Boston last fall because of fires attributed to trolley
wires." We give in rebuttal to this bare-faced " fake "
the following letters from Osborne Howes, Jr., secretary
of the Boston Board of Fire Underwriters, 55 Kilby street,
Boston: " While the rates of insurance in Boston are
higher than they were before the introduction of the trol-
ley system, this change is by no means one of cause and
effect, but is due largely to the fact the fire losses through-
out the I'nited States have been for the last two years so
large that it has been necessary for fire underwriters in
all parts of the United States to materially advance their
rates, and Boston has simply joined the procession. While
there have been fires attributable to trolley wires, it cannot
be shown that any were of serious consequence; nor would
justify any change in rates."
Fire Marshal Lewis, of Brooklyn, promptly brands the
story of the Washington Star, reprinted in the New York
World, in which it is said that several insurance compa-
nies have closed their offices and are leaving Brooklyn to
its fate. Mr, Lewis remarks: "There is not a particle
of truth in the rumor that the introduction of the trolley
has caused the insurance companies to close their offices,
or refuse to renew old risks. Rates have been too low
in Brooklyn, and there is a tendency to increase them.
I know of no fire in Brooklyn which has resulted from
the trolley."
B. C. Thorn, secretary of the Brooklyn department of
the Phenix Company, makes substantially the same state-
ment as Mr. Lewis, and the general summing up of the
case is that advices from a dozen other companies contain
the same statement.
The lie that is part the truth is so much the more a lie.
The veterinar}' department of the Government of
Great Britian states that the number of cases of glanders
increased from 947 in 1890 to 1,260 in 1891, and the
animals suffering from farcy from 861 in 1890 to 1,175
last year.
86
WILLIAM RICHARDSON.
A BIOGRAPHY.
THE subject of our sketch this month is Mr.
William Richardson, who has been so well
known throughout street railway circles as the
President of The Atlantic Avenue Railroad
Company, of Brooklyn, New York. He was born in
Berkhampsted, Hertfordshire, England, on December
Sth, 1822. His parents soon after moved to London,
and what schooling he had was obtained in that city
before he reached ten years of age. At this age he
entered the services of a barrister in Elm Court, Middle
Temple, London, where he remained several years, dur-
ing which time he had opportunities for self-improvement
and quite an extended course of reading. In 1834 '^'^
father, with William and another son, John, came to this
country, and located at Mt. Vernon, Ohio. The trip from
New York to Ohio occupied one week by the quickest
routes; the journey being made by steamboat to Albany,
thence by cars to Schenectady, by way of the Erie Canal
to Buffalo, and the remainder by steamboat on Lake
Erie. William was at once engaged in the office of the
Knox County Republican, where he remained over a
year, and after service on a farm with relatives and in
several stores in Mt. Vernon, the family moved to Albany,
N. Y., in 1840. This was the year of the Harrison cam-
paign, and he took an active interest in it.
His experiences in Albany, where he resided for
twenty-five years, were somewhat varied. He was suc-
cessively a hotel clerk, an umbrella maker, and finally
opened a paper and paper-hanging store, in which he
continued until 1850. In September, 1844, he .was mar-
ried to Miss Mary Freeman, and they look forward to
the celebration of their Golden Wedding next year. Both
are in good health and there is every reason to believe
that their expectations will be realized. Seven children
were born, four of whom are now living — a daughter and
three sons — one of whom is William J. Richardson, Sec-
retary of the American Street Railway Association and
The Street Railway Association of the State of New
York.
In politics Mr. Richardson was always opposed to
slavery, and since the advent of the Republican party has
been its earnest adherent. In 1857 he was elected Clerk
of the New York State Assembly, and was re-elected for
the two terms following; and during the memorable ses-
sion of 1858, when there was a "tie" in the House, he
performed the duties of both Clerk and Speaker for six
weeks. As a result of this severe mental and physical
strain he was prostrated with a fever, and his hair became
white, which is now so distinctive a feature of his person-
ality. Subsequent to this he was engaged for a short
time as a proof reader on the Albany Evening Journal,
and the training received there has endured through his
life, as anyone knows who has had occasion to observe
his exactitude. On June ist, 1861, he was appointed
Additional Paymaster in the United States Army, and
after a service of three years, when located at New
Orleans, tendered his resignation and returned home. In
1870 Mr. Richardson received the Republican nomina-
tion for Alderman of the Twenty-second Ward, Brook-
lyn, and although the ward was strongly Democratic, was
elected and re-elected in 1872. He accepted a nomina-
tion by Republicans for State Senator in 1878 but was
defeated. This ended his political aspirations, if he evey
had any.
Mr. Richardson's introduction to the street railway
business took place in 1865, when he was elected a direc-
tor of the Dry Dock, East Broadway & Battery Railroad
Compan}', of New York City. A few weeks afterward
he was elected president, and his management of the road
in a short time, b)' means of several judicious extensions
and the grant of new rights, more than trebled the
receipts. In 1867 he was induced to take a lease for
forty years of the Jamaica Railwaj' Companj', a road run-
ning between Brooklyn and Jamaica, and he undertook
the control of this road as a personal enterprise. Every-
thing connected with the road was run down, and Mr.
Richardson had a decidedly uphill undertaking before
him, but kept manfully at it until 1872, when, being
unable to meet a first mortgage on the property which
became due that year, a sj-ndicate was formed by which
the road was purchased and the franchise and equipment
transferred to the Atlantic Avenue Railroad Company,
which was then organized.
Mr. Richardson is largely known as "Deacon" Rich-
ardson, but this prefix is entirely mythical. It was con-
ferred upon him at a time when, having laid a certain
track early one Sunday morning (an injunction restrain-
ing the company from doing which having expired Satur-
day night) charges of disorderlj' walk were brought
against him in the Hanson Place Baptist Church, of which
he was a member, and it was out of the newspaper
reports of this occasion that the title grew.
Mr. Richardson recently consummated a sale of the
rights, property and franchises of the Atlantic Avenue
Railroad Company, and realized therefrom large personal
irains, havinor been a verv large shareholder in the com-
pany. He now retires at the age of seventy years from
active life. He is a man who has been capable of great
physical and mental effort, with a clear idea of what he
wanted to do and a strong will which enabled him to
accomplish it. He has been the subject of more or less
unfriendly criticism; but this, as we know, follows
naturally upon the president of a street railway cor-
poration; although we are glad to say, en passant,
that the feeling against street railways and their otficials
is not so harsh as in former years. Mr. Richardson has
figured conspicuously in the combats with the Knights of
Labor, his road having been made an especial mark for
some of their most unreasonable demands. It was on
his road that the two greatest street railroad strikes in
the east were inaugurated — March, 1886, and January,
1889. The first strike continued three days, during
which time all the street railroads in New York and
Brooklyn were involved, and the concessions demanded
WILLIAM RICHARDSON,
Brooklyn,
For 25 years President Atlantic Avenue Railroad.
:,FREELIBP.£:.T,
^,
lirjMOB:
87
were acceded to. The strike of 1S89 was of ten days'
duration, and confined to this road alone, and after a hard
struggle, during which manj' outrages were committed
extending to murder, the company came off victorious.
Mr. Richardson at this time was confined to his bed, but
directed all the movements on the part of the companj'.
He has been a prominent figure at the meetings of the
American Street Railway Association, having attended
all of them since the New York meeting in 1884, except
the meeting in Cincinnati in 1886, and has usually been
accompanied by his wife and daughter.
ONE ON HER.
LOST CAR IN CINCINNATI.
THE superintendent of the Dayton, Cincinnati &
Covington line at, Dayton, Ky. had an experience
lately on one of his lines similar to that related
by the late Calvin Richards in the days of the Metro-
politan of Boston. It happened in this wise. The com-
pany had lately put on its extra list a gentleman named
"Jim" from "Central Kaintuck sah." Can you manage
a carr" asked the superintendent dubiously-. " Enny fool
orter be able to foller a track and git back," replied
Jim, "Jes' gim me a trial, boss, and I'll git around."
So Jim got a car one morning, and after cracking his whip
in a professional manner headed his car for Cincinnati,
across the river. His mind was not clouded by doubt
and he went on with unsuspicious passengers and mules.
Crossing the bridge an unforseen difficulty presented itself
There was a net-work of track with not a mark to
show whither they led. " Well, one's as good as 'tother,"
soliloquised Jim, " and the rule is turn to yer right." So
to the right he went, taking everjf switch he came to
The passengers meantime had taken to the sidewalk
and the mules bewildered switched their tails and said
nothing.
Jim went on and on. The track seemed endless and
the terminus removed itself further and further. "Git
up thar," said Jim, " we'll git to the end if we keep
going." Finallj- about five o'clock in the afternoon Jim
called a halt and yelled to a passing citizen: " Say, boss,
whar's Fountain Squar'P I've been travellin' all day and
I can't find it." The citizen saw Jim's difficulty and
mounting the car landed it at the bridge safe in "Kain-
tuck." The last that was seen of Jim was in an exciting
dialogue with the superintendent on time account and trip
sheets.
The Marks Railway Equipment Comtany, Cleve-
land, is the new stock company, successors to Marks &
Sterling, and of which C. E. Marks is president. The
new organization was made necessary by the rapid
increase in the company's business which has demanded
constantly enlarged faciHties for manufacture. The city
of Cleveland has long had a national reputation for street
railway supplies, and the success of President Marks is
proving no exception to the rule. Their joint bridges
and other track specialties are being rapidly introduced.
Harrison & Carey have become Chicago agents and will
actively pu.sh the good work in this territory.
SHE had escaped the perils of the guard, the gate
and the gang and settled herself in a South Side
elevated car. Her lap was full of bundles, show-
ing that the day's shopping was done, and her black
alpaca gown was very becoming. But all the above
enumerated mercies did not make her
happy. Her drawn-down mouth and
restlesg eye showed outwardly an in-
ward grief. Finally her feet began to
shufl^le and it became apparent to the
philospher that the bran new pair of
shoes that encased her pedal extremities
were at least a size too small. This
solved the question. They looked well,
but, oh my! how they did pinch. Several persons left the
train at Twenty-first street and she saw her opportunity.
She stooped over, fumbled her skirts, and with a sigh of
relief leaned back with an almost beautific expression. It
was plain that the offending shoe had been removed.
" Fifty-fifth, all out, faraswego!" yelled
the guard in his best Calumet dialect.
Then the trouble began. She fumbled
the skirts with vigor, but the abused
foot rebelled. It had swollen and re-
fused. Concealment was not longer
possible. The woman jerked and
sawed, said something between her
clenched teeth and fourteen horrid men
laughed, when a disconsolate female
limped out on the platform with her arms full of bun-
dles, and one shoe in her hand. But the look on her
face was nearh' akin to fighting lunacy, and the philos-
opher walked two blocks the wrong way to keep out
of her road.
THE DISADVANTAGES OF LONG TRAILERS.
S'
OME faceteous member of the Rapid Transit
Board of New York has a point well taken when
W. J he says : "Take any down town day car and 30
per cent of the passengers are women, 40 per cent men,
and 30 per cent boys and girls. Now it is demonstrable
that a person can safely approach within four feet of a
woman with the present long trained dresses. Now as
most men measure only eleven inches through the dorso-
ventral section, one woman takes up the space of four
men in getting on and off trains and standing in the car.
Thus 30 per cent of the women consume approximately
80 per cent of the time for stopping, and the number of
stops multiplied by the saving of time by one trainless
skirt will give the net earning on one trip, to say nothing
of packing qualities."
Picture !
"NuRSiN(i Tkamcaks " is what they say in England
when a wagon obstructs the passage of a street car. In
this country much more emphatic terms are considered
jis unequal to the necessities of the occasion.
ELECTRICAL MEASUREMENTS,
BY PKOF. GEORGE D. SHEPARDSON, OF THE UNIVERSITY OF MINNESOTA.
THE electrical measurements required for ordinary
commercial purposes are those of current, electro-
motive force and resistance. These are usually
quite simple when dealing with direct currents. Measure-
ments of current and electromotive force are compara-
tively easy, and, since they are used in most methods for
measuring resistance, they will be considered first.
Current is measured by connecting an "ammeter" into
the circuit. The ammeter measures the rate at which
the current is passing, as an anemometer measures the
rate at which the wind is blowing. A "current-meter"
or "recording ammeter" measures the product of the rate
by the time, or the ampere-hours, as a water meter
measures the total number of cubic feet of water passed.
A "voltmeter" connected to any two points, measures the
difference of potential (electromotive force, pressure or
voltage) between them as a manometer tube measures
the difference of pressure between the ends of the tube.
Electrical measuring instruments may be either "direct
reading" or "zero" instruments. The former give the
value of the measurements directly by the amount of
deflection of a pointer. In the latter class some part of
the instrument must be adjusted until the pointer comes
back to its zero position, or the position it occupies when
no current is passing. The position of the adjustable part
when the balance is obtained gives the proper reading.
The two classes are well illustrated by weighing scales,
the spring balance being direct reading. The lever bal-
ance is a "zero" instrument, since the load is balanced by
adding or moving weights until the beam swings freely
T H A. C. AND D. C. AMMETER.
and the pointer stands at zero, or midway between the
stops, the load being measured by the position or number
of counter-weights on the beam. The advantage of the
direct reading instruments is that they indicate any
changes of the quantity being measured and do not
require any handling. The advantage of zero instru-
ments is that they ma}' be adjusted to closer measure-
ments. Since zero instruments may be set to read zero
at normal current or voltage, and may be so sensitve
that a small variation will give a large deflection which
may be seen across the room, they are of special value in
the entwine room or dynamo room, where the machines
must be regulated to give constant current or constant
potential.
What is commonly called an electric current is materi-
ally diiferent from a current of water in that it cannot be
observed by the senses directly. It can only be detected
and measured indirectly by its effects. An electric cur-
WESTON A. C. AND D. C. VOLTMETER.
rent heats the conductor, produces a magnetic field in the
surrounding space, gives the conductor an electric charge
which attracts or repels other charged conductors, and
chemically acts upon any portion of the conductor that
may be a' liquid (unless the liquid be an elementary sub-
stance). All these effects are proportional to the quantity
of current, hence any one of them may be used as a
measure of the current.
Instruments based upon these effects may be arranged
for use either as ammeters or voltmeters. For use as
ammeters either the conductors in the instruments are
made large enough to carry the entire current without
introducing undue resistance and without being over-
heated; or only a known fractional amount of the total
current passes through the instrument, the remainder
passing through a shunt. When used as voltmeters they
are really only modified ammeters, the conductor being a
fine wire of high resistance (an external resistance being
sometimes added), so that only a small current will pass
through the instrument when it is connected to the two
points whose difference of potential is to be measured.
By Ohm's well known law the current through the
instrument will be the difference of potential divided by
the resistance of the voltmeter; but since the resistance of
the voltmeter is practically constant, the current through
it is proportional to the difference of potential at its ter-
minals, so that the instrument may be calibrated to read
volts.
P^lectro-magnetic measurements are based upon the
fact that a current of electricity is surrounded by mag-
netic lines of force which follow the path of least resist-
ance. Since iron gives a better path for magnetic lines
than air the lines will be- attracted to the iron, and (by
their tendency to shorten) will tend to draw the iron into
such a position as to furnish the shortest possible path for
the lines of force. This tendency to move the iron may
^@^^fa!^%yic»^
89
T!IOMSOX-R1CE VOLTMETtK.
be measured by the force required to balance it, the force
being exerted bj- a spring, gravitj', magnetic field or any
combination of them.
The simplest and cheapest instruments for measuring
current are based upon the tendency of a solenoid or coil
of wire carrying a current, to draw or suck an iron core
into itself, this motion being opposed by a weight (some-
times that of the iron core), or by a spring. This class
of instruments is illustrated by the well known Edison or
Brush ammeters.
If the core is not e.xactly
in the center of the coil it
tends to move away froui
the center and get as close
as possible to the wire.
This is the principle used
in the well known T.-H.
ammeters and voltmeters
for direct or alternating
currents. A thin strip of
soft iron is bent so as to
form three sides of a rect-
angle and IS pivoted ec-
centricall}' inside a coil
through which the current
passes. As the iron strip
rotates it comes closer to
one side of the coil, the
rotation being opposed by
small counter weights or by the weight of the iron strip
itself.
A common method of measuring electricity is by the
opposition of two magnetizing forces, on the principle
that a movable body acted upon by two forces at right
angles to each other assumes an intermediate position
depending upon their relative intensities. In such mstru-
ments one of the forces is generally of constant strength
while the other varies. This principle is used in the
ordinary form of Weston instruments, in which a coil of
wire rotates in the field of a permanent magnet. The
movable coil is connected with the electric circuit by
delicate spiral springs. In the new Weston alternating
and direct voltmeters the current through the mov-
ing coil passes also through a stationary field coil,
which replaces the permanent magnet of the other instru-
ments.
Another class of instruments closely allied to the above
has a small permanent magnet called the "needle" for
the movable part, the conductor being stationary and
usually arranged as a coil with the needle at its center.
The movable needle may be placed in the strong field
between the poles of a horseshoe magnet, with the sur-
rounding coil placed so that its magnetizing force is at
right angles to that of the magnet. When no current
passes the needle takes a position directly across between
the poles of the magnet. Current through the coil tends
to turn it at right angles to this position. The position it
takes depends upon the strength of the current in the
coil. This used to be a common form of instrument.
illustrated by the Thomson-Rice voltmeter and some
forms of Bergmann ammeter.
When the conductor is a coil concentric with the needle
and the controlling force is the earth or a magnet at a
distance, so that the needle is in a comparatively weak
and uniform field, the instrument is called a "galvanom-
eter." The galvanometer may be made extremely
sensitive by the use of very light needles suspended by
long delicate fibres of silk or quartz. Usually the needle
carries a mirror which reflects the light from a scale to a
telescope, so that very small deflections may be read.
Galvanometers have been made on which a current of
TO 0 (TO (fooTTuo ampere could be measured, but they are
very delicate and can be used successfully only by skilled
observers.
Since a magnetic field surrounds every current, and
since the magnetic lines tend to shorten, it follows that
CUTLER HOT WIRE VOLTMETLR.
parallel wires carrying currents in the same direction
attract each other and those carrying currents in opposite
directions repel. This principle is utilized in the ampere-
balance, in which movable coils are pktced between
parallel stationary coils, so connected that one attracts the
movable coil while the other repels it. This tendency
to move may be balanced by sliding a weight along a
beam until the movable coil returns to its zero position
midway between the two coils, as is done in the Thom-
son balance. Or the movable coil may be allowed to
take different positions and so be direct reading.
In the second class of instruments the heating effect of
the current is measured either by the longitudinal exten-
sion of a portion of the conductor, or by the indirect effect
of the heat upon other bodies. The extension of the
heated conductor may be magnified by a train of gearing
90
CONNECTIONS OF HOWELT. LAMI'
INDICATOR.
with a long pointer attached, as in the Cardew voltmeter,
or by a long lever arm, as in Cutler's new hot wire
instruments.
The chemical action of the current is largely used in
laboratory work for testing or calibrating ammeters, and
is used in one or more commercial forms of current regis-
tering devices. Current passing through any liquid
(except an elementary chemical substance), decomposes
it. If two metallic plates are immersed in a solution of
a salt of the same metal,
current passing through
will decrease the weight
of one plate and increase
that of the other, the
amount of change being
proportional to the
product of the time and
strength of the current.
The chemical action of
the current is not suit-
able for ammeters sjnce
it does not give the instantaneous value of the current.
Nor is it suitable for use with alternate currents, since the
chemical changes caused by the current while in one
direction are almost exactly neutralized by the current in
the reverse direction.
As stated before, these various methods for measuring
current may be adapted for use in measuring electro-
motive force. There are other methods suitable for
measuring electromotive force but not current.
The first is the "potentiometer" or "fall of potential"
method, which is based upon principles deduced from
Ohm's law, that the potential of a current ilowing through
a uniform resistance falls uniformly from one end of the
resistance to the other. The difference of potential or
voltage between any two points of the circuit has the
same ratio to the total voltage whatever the latter may
be. Also the portion of the vi'hole circuit, which must
be taken to obtain a given voltage, depends upon the
total voltage.
This method is used in one of two ways for measuring
higher voltages than the voltmeter could measure directly.
The first is by inserting in series with the voltmeter
any multiple of its resistance, so that the fall of potential
through the voltmeter is a definite fraction of the total
voltage. Thus if the extra resistance is twice that of the
voltmeter the total resistance of the voltmeter circuit is
three times what it was before. When the circuit is
closed the voltage between the terminals of the voltmeter
will therefore be only one-third of the total, and its read-
ing must be multiplied by three.
Another fractional melhod'is that introduced by M. D.
Law, who measures very high voltages, such as those on
arc light circuits, by connecting a series of incandescent
lamps across the terminals of the circuit and measuring
the voltages of the separate lamps by an ordinarj' volt-
meter. The total voltage is the sum of these separate
ones. For this purpose the voltmeter should have a
resistance many times greater than that of each lamp, so
that the current through the lamp will not be appreciably
affected by it.
The Edison Company has introduced a zero potentio-
meter instrument in which a high resistance is connected
to the two points whose voltage is to be measured.
Shunted around part of this resistance is a second circuit
including a battery of constant electromotive force and
a galvanometer. One end of the galvanometer circuit is
permanently connected to the main circuit while the other
end ma}' be adjusted to make contact at different points.
When the contact is made at the right point the electro-
motive force of the battery equals the difference of poten-
tial between the two points on the main circuit, and no
current goes through the galvanometer. The position of
the contact for obtaining a balance varies with the voltage
at the terminals of the mstrument and a scale indicates the
voltage corresponding to the different positions.
Another well-known zero instrument used by the
Edison company, the Howell Lamp Indicator, is based
upon a further development of the fall of potential
method. Since the
potential falls from one
end of a conductor to
tlie other, it is evident
that if current flows
through two conductors
connected in parallel,
the ends of one conduc-
tor will be at the same
potential as the corres-
ponding ends of the
other. It is also evi-
dent that for any point
in either conductor a
corresponding point
may be found in the
other conductor which
will have the same po-
tential, and if a galva-
nometer were connect-
ed to two such points, no current would flow through it.
vSuch an arrangement is known as a Wheatstone bridge
and is commonly used for measuring resistance.
The Howell lamp indicator is a Wheatstone bridge,
three sides of which are made of German silver and cop-
per wire, while the fourth side is the carbon filament of
an incandescent lamp. Carbon has the peculiarity that
its resistance decreases with rise of temperature while
that of most conductors increases. The galvanometer
circuit is arranged with a sliding contact at one end, so
that a balance may be obtained for any voltage at the ter-
minals of the instrument. Suppose the indicator is ad-
justed so that the galvanometer points to zero for a given
voltage. If the voltage at the terminals is increased more
current flows through both sides of the bridge, the resist-
ance of the lamp decreases on account of its higher tem-
perature while that of the wire is increased, and the lamp
becomes a smaller part of the total resistance than before.
The points connected with the galvanometer are therefore
TIIOMSu:. Li.L n^u^. 1 ; 1 li \OLlMtLMJi
(high presstre)
01
at different potentials and a current will pass between
them, deflecting the galvanometer to one side. If on the
other hand the voltage at the terminals is decreased, then
the difference of potential between the term'mals of the
galvanometer will be reversed and the needle will be
deflected in the opposite direction.
Another special method of measuring voltage is the
electrometer or " electrostatic " method, based upon the
fact that two surfaces charged with electricity of the same
polarit}- repel each other and that two oppositely charged
attract each other. The " quadrant electrometer " in its
highly developed form is a delicate laboratorj- instrument,
but modifications of it are well suited for ordinary use.
The best known of these is the Thomson " electrostatic
voltmeter," which, in various sizes and types, has a range
of from 40 to 100,000 volts, and is equalh" suitable for
direct or alternating electromotive forces.
(^TO BE CONTINUED.)
PHENOMENAL INCREASE OF TRAFFIC IN
BUFFALO.
TO show the tremendous increase in traffic on the
Buffalo railway, General Manager Littell has pre-
pared a monograph which was published in the
city papers. In this review Mr. Littell states that in 1S90
the total number of passengers was 16,211,846 to whom
457,112 transfers were given. The increase in traffic for
1890 showed 200,000 more in December than January. In
1891 there were 18,780,595 passengers carried and 476,-
295 transfers issued; an increase of 2,500,000. The year
1892 showed 23,912,938 passengers and 6,575,148 trans-
fers, with an increase of 5,200,000 passengers and 6,098,-
847 transfers in that twelve month. With this tremen-
dous increase the car mileage kept pace, ranging from
3,566,274 car miles in 1891 to 5,447,500 car miles in
1892, showing that accommodations kept pace as quickly
as possible with the increase of traffic.
In June, 1891, every car was operated by horse with
the following showing:
Miles of track, single §2^
Number of horse cars , 96
Horses... _ ,, 1,264
Passengers, daily , 53i*7-
Paid transfers, daily _ 1,454
Employes 750
In twenty months the figures show :
Miles track, single _ 114 ^V
Horse cars 69
Motor cars 8;
Trailers 16
Total cars 1*7
Horses 982
Passengers, daily 97.915
Free transfers ii,9Sj
Employes ■,.'i05
In 1893 all horse lines will be changed to electric and
100 motor cars are under contract. To operate this new
equipment three engines of an aggregate maximum
capacity of 2,250 horse-power, with the needed boiler
equipment is now under way. All of these changes
can not be made in a day, and with the present over-
crowding of car orders alone the magnificent service
given to the people of Buffalo should be a subject of con-
gratulation to the millions using the poor man's carriage.
It is safe to say that no other street railway system in the
country has stood up more bravely under such a tremen-
dous increase in traffic coupled with the difficulties attend-
ing the reorganization of such an extensive service from
the oldest known to the latest used.
WAGONS MUST NOT DELAY CARS IN PENN-
SYLVANIA.
THE decision of Justice McCollum, of the Pennsyl-
vania Supreme Court, reversing the decision of
Common Pleas No. 2 of Allegheny county, in the
case of Robert Winters vs. the Federal Street & Pleasant
Valley Railway, appellant, gives some very pungent and
readable remarks on the obstruction of rapid transit by
teamsters and other vehicle drivers. The case referred
to was that of a teamster who drove upon the track of
the Federal street road, in order to remove a safe from
his dray, and obstructed traffic.
Here it seems that his team suffered some, and in the
action for damages the case was appealed and reversed
by the Supreme Court, making the railway company
the victor.
In the decision. Judge McCollum substantially says:
Now that rapid transit is recognized as essential to the
business and prosperity of cities it is necessary to make
the danger as little as possible, and that such actions as
were practiced by the appellee are in defiance of safety
and coinmon sense. With the introduction of cable and
electric cars so much the more caution is required and the
appellee's contributory negligence calls for an affirmance
of the appellant's point and is a sufficient answer to the
claim.
LOUISVILLE CHANGES.
THE introduction of the trolley into New Orleans
will take from Louisville, Ky., a number of its
inost experienced street railway men. A. H. Ford
goes as secretary and treasurer of the new company. H.
Mitchell Littell becomes general manager as previously
noted. Benjamin B. Oilman resigns as superintendent
of the Louisville Railway Company to accept a similar
place at New Orleans, and J. O. Haddox takes his place.
Lawrence Field succeeds Mr. Haddox.
The returns from South Wales, England, tram lines,
.show at Cardiff, 10,724,703 passengers carried on 53
cars, at a profit of $10,0000 at Llauelly, 263,128 passen-
gers, 5 cars; at other places, 4,525,554 passengers, 43
cars. Only one line is operated mechanically and that
by steam.
A DRIVER of a Brooklyn, N. Y., car, who failed to an-
swer signals, for several blocks, was, on investigation,
found standing on the jilatform stricken with paralysis.
92
J. C. Weaver, superintendent of the Mt. Adams &
Eden Paik Inclined Railway Company, is a man that can
be trusted to keep his line going under all circumstances^
Some time ago when a gripman on his road became so full
of election beer that it was dangerous to keep him on the
car, in default of an extra man Mr. Weaver took the grip
and kept the cars in motion. The action was heartily
applauded by the public, and the company is to be con-
gratulated on their superintendent.
NEW CAR DESIGN FOR INTER-URBAN
SERVICE.
FROM Spokane, Wash., to the beautiful Coeur-
'd Alene lake, 32 miles distant, an electric railway
will soon be transporting the delighted citizens
of that famous city. For use on this road, B. C. Riblet,
of Spokane, the chief engineer of the Spokane & Coeur-
'd Alene Railway & Navigation Company, has designed an
PLAN VIEW RIBLET'S 1\TER-URBAN CAR.
A NO i.Ess authority than the London Electrician
gravely advises its readers, editorially, to place in each
boot, before arising, an 8-candle power light. '-Boots
being tolerably adialhermous," says the electrician, "their
temperature will soon rise." This mav be an English
joke, therefore we refrain from commenting on this anti-
dote for cold feet.
entirely new type of car, and one which is specially well
adapted to the work to which it will be assigned. This
car, which is about 40 feet in length, will have a seating
capacity of 60 persons, with a separate compartment for
carr3'ing freight and express, having a capacity- 6 by 8 by
9 feet. A speed of 40 miles an hour on levels is contem-
plated, and will doubtless be attained a good part of the
TT rr
II II II IT
ELEVATION RIBLET'S INTER-URBAN CAR.
Good Col. Elliott Shepherd, of New York, has a
judgment of $50,000 against that disgrace to New York,
the Fifth avenue stage line. We hope the Colonel will
get possession of the affair and put a printed copy of the
golden rule on every stage with other appropriate scrip-
ture on the horses.
The Southport, England, town council, has adopted a
plan for constructing an electric road. It is also reported
that a line will be opened in the Matlock district. The
latter is a private affair.
distance, as the grades do not exceed one per cent, and
curves are also very light with the exception only of two
ID-degree curves.
Cars will be equipped with air brakes and upholstered
with embossed leather, and the windows of plate glass;
the entire finish being of palatial character. Outside of
the regular passenger and freight business the company
will do a big excursion business during the summer
months. Trailers will be attached to motor cars to accom-
modate the traffic at such times. The Coeurd' Alene
Lake will be one of the termini of the road. This lake is
tel:^^^%-UiW?
93
a very beautiful sheet of water some 30 miles in length,
situated in the heart of the Coeur d' Alene mountains)
and abounds in fishing and hunting. It is ahead}' one of
the most popular resorts of Eastern Washington. Our
illustrations convey a ver} intelligent idea of the arrange-
ment of the interior of the car. The observation room
will be specially inviting and will also be the location for
the motorman. Mr. Riblet has succeeded in planning a
car strong in construction, of large carrying capacity and
unusually attractive in both interior and exterior.
The driving wheels are 42-inch diameter paper wheels
with steel tires. The smaller wheels are 30 inches, of
same make. Two 45 horse-power single reduction mo-
tors will be used on each car. Car and motor equipment
will weigh 9 tons. Controlling stands will also be placed
on front platform for use in operating car when on that
portion of the line within the city. Car will be painted
tvorv white with gold trimmings. The distance from
PERSONALS.
A. E. TowNSEND, Pittsburg, is the new president of
the Washington, Pa., electric railway company.
Henrv Miller becomes president of the Suburban
Rapid Transit, of Pittsburg.
C. H. Cobb, general manager of the Kankakee Elec-
tric Railway, made us a pleasant call recently.
S. W. Hume has been selected as the new western
representative of Power.
Geo. a. Murch has resigned the superintendency of
the Worcester, Leicester & Spencer Electric.
C. S. Montgomery, a prominent attorney of Omaha,
has been elected to the presidenc}- of the Houston, Texas
City Railway Company, vice E. A. Allen, deceased.
■r:^^lflSi"W^:.m
NEW CAR FOR THE SPOKANE & COEUR D ALEXE RAILWAY * XAVIGATION COMPAKY.
Spokane to the lake is 32 miles. Power will be derived
from two water-power stations, one in the city and the
other at Post Falls, on the line of the road 22 miles from
Spokane.
The pending bill in congress to allow the importation
without duty of certain electrical machinery neccessary to
the operation of electric railways at a verj' high speed is
being fought by the General Electric Company through
its counsel, E. C. Lewis. On January 12, before the
senate committee, Mr. Lewis admitted his company had
not, nor did he know of any in this country which had,
ever built the special machinery in controversy, but ex-
pressed his belief that they could do so in time. Dr. Wel-
lington Adams, who is asking the passage of the bill for
the Chicago-St. Louis electric, stated the apparatus need-
ed by his road was made only in Germany, and that to
wait for the perfection of machinery here would entail
severe losses and delays upon his work. The bill is not
a special concession as it applies to any high speed long
distance road which may desire the same privileges here,
Lewis J. Cox, vice-president and treasurer of the
Terre Haute Car & Manufacturing Company, made the
Review a pleasant visit during his last trip to Chicago.
B. F. Harris, Jr., Champaign, 111., general manager
of the Urbana & Champaign lines, has just returned from
an eastern trip in the interest of his company.
H. S. Cooper, of the Winston-Salem, N. C, road,
has been appointed superintendent of the Alexandria &
Mt. Vernon, of Washington, D. C.
F. C. Davies, secretary of the Piqua. O., street rail-
way, and Miss Margaret Johnson, of Cincinnati, were
married last month.
J. P. Kemi'Er, of New Orleans, recently of the Grea
Western, has taken up residence in Chicago to engage in
electrical construction.
Ben B. Gilman, who as superintendent of the Louis-
ville City has earned so enviable a record, has accepted
the same position with the new consolidated in New
04
Orleans. Mr. Gilman is another example of self promo-
tion, having started in as driver, and by sheer merit
worked himself up to his present responsible and desir-
able position.
D. W. DoziER has assumed his office as chief engineer
of the Kansas City Cable. Mr. Dozier is one of the most
enthusiastic and capable engineers in the cable fraternity.
JoHN.s Hopkins, vice-president of the Huntingdon &
Broad Top railway, has been elected president of the
Hestonville, Mantua & Fairmount Passenger Railwaj'
Company, of Philadelphia.
J. Louis VanNes.s, Jr., of New York, is associated
with Harry Bishop, of the Massachusetts Chemical
Company. These gentlemen, with offices at 823 Monad-
nock, Chicago, will represent insullac in the west.
Fred. S. Wardvvell, general manager of the Duluth
street railwaj', and under whose guidance the company
have been able to show so flattering a business, spent sev-
eral days in Chicago, calling on the Re\ievv^ while here.
G. Hellebruck, assistant in the railway department of
the General Electric at Lyrin, has accepted the position
of master merchanic with the General Electric Company
at Brussels, Belgium.
F. A. Reed, of the Washington, Alexandria & Mt.
Vernon road, Washington Citj', has taken charge of the
business relations of the company after putting the road
in operation.
E. F. Seixas. of the Street Railway Gazette, has
accepted a flattering offer and becomes manager of the
advertising department of the Chicago & St. Louis Elec-
tric railroad.
Geo. F. Talcott, the general sales agent of the Camp-
bell Electric Supply Company, Boston, paid the Review
a most pleasant \'isit during his recent very successful
business trip in the west.
John C. Weaver, the energetic and capable .superin-
tendent of the Mt. Adams & Eden Park lines in Cincin-
nati, has been making a trip inspecting the railway sys-
tems of Chicago, St. Louis and other places. He made
the Re\'iew a pleasant call while' in Chicago.
Col. W. IL Sinclair, Galveston, exchanged for ten
days, the icy weather of his home for the delightful sum-
mer breezes of Chicago and New York, the first of the
month. During his stay in Chicago, his two sons, who
are studying at a military school in Michigan, paid him
a visit.
Wm. Riciiaruson, who as president of the Atlantic
Avenue Railroad, Brooklyn, has managed its affairs in so
signally successful a manner for the past twentj'-five
years, has declined a re-election, although remaining with
the compan)' in an advisory capacity. Mr. Richardson is
one of the best known street railway managers in the
country, and fully deserves a well earned enjoyment of
relief from vexatious details.
W. H. Shaffer, manager of the Richmond, Ind.,
road, is to assume charge of the Asbury Park, N. J., line
of which his brother, John C. Shaffer, is president. The
citizens of Richmond are very sorry to lose Mr. Shaffer.
Fred Roth will probably' succeed as manager of the Rich-
mond road.
The South Chicago City railway is to be congratulated
on its electrical engineer in the person of J. F. Esterbrook.
He is one of those who has risen from the ranks of the
every day electrician to a position where his recent labors
have resulted in one of the finest electric plants in the
country, and one in which he feels a just pride.
S. H. Pierce and H. T. Purdv, general manager
and general superintendent respectively, of the Tacoma
Railwa}' & Motor Company, have assumed their duties.
Mr. Pierce comes from the Northwest General Electric
of St. Paul, and Mr. Purdy is a graduate of St. Paul street
railway practice and Edison experience. Both are com-
petent and progressive men.
Mrs. Chas. T. Yerkes recently lost two beautiful
7-carat diamonds in her New York hotel on Fifth avenue.
A reward of $500 was offered for their recovery, and a
servant girl in the house, three daj's later turned in the
stones which she had found, and claimed the reward,
which was promptly paid. The servant girl has since
received forty-seven offers of marriage from the male
attaches of the hostlery.
Dr. a. E\erett, for the last 33 years president of
the East Cleveland railroad, retires from his long and
successful career by resigning these duties to his son,
Henry A. Everett. Dr. Everett has well earned his va-
cation, but his strong influence and kindly presence will
be sorely missed in the meetings of the street railway
fraternity. The result will be a reorganization. Henry
A. Everett has a splendid personal record as well as good
street railway heredity, having grown up with the com-
pany.
Geo. a. Cr.vgin, who Has scored so e.xcellent a record
as general manager of the San Francisco branch of the
Washburn-Moen Company, will take charge of the com-
pany's interest at Houston, Texas, and be succeeded by
Frank L. Brown, of Portland, Ore. The latter leaves the
position of secretary' of the extensive interests of Mitchell,
Lewis & vStaver, at Portland, to connect himself as above
He is a most genial gentleman of wide business experi-
ence and splendid executive ability. Mr. Cragin is
already so well known to electric railway managers that
it is quite unnecessary to add that he as fully is entitled to
the good ijualities just attributed to Mr. Brown. Both
gentlemen were in Chicago for a few days the past month,
95
A CHINESE CABLE LINE.
PERHAPS many readers of the Reveiw are sur-
prised at this title, but the " heathen Chinee " has
learned more than one game from his occidental
brethren. The latest cue taken is an improvement for
getting up hill, which exercise is no more relished by the
celestial pedestrian than by the inhabitants of San Fran-
cisco.
The citj' of Hong Kong, where the cable is installed,
is on an island about twenty-seven miles in circumfer-
mountain springs, on account of which feature comes
the name Hong Kong — " sweet waters." A fine, six-
story hotel with all modern conveniences ministers to
the sea-worn traveler, and several beautiful resorts
enable the residents to ameliorate the torridity of the
climate. One of the most popular of these pleasure
spots is known as the Peak and to this Peak our story
has its most pointed reference.
The Peak lies at the back of the town and has an
elevation of i,8oo feet. To reach the top by foot requires
more energy than is allowable to the ease-loving east-
IJONG Kt.»NG tABLE RAILWAY — SHOWING UEl'KES^iOS PCLLE^.
ence and is, by all odds, the most modern city in eastern
Asia. Its record is much more like many new American
towns than any on the continent.
In 1 84 1 the island was only a rendezvous for pirates,
but English money and Saxon ideas have made it a
city of 200,000 souls, with a magnificent harbor, a
civilized European municipal government and the only
cable railway on the mother continent of our race. Eight
thousand Europeans dwell in the island, and in their ships
is taken the greater part of Chinese commerce.
The island itself is beautiful — diversified by mountain
peaks and well supplied with water from hundreds of
erners, even for pleasure. It was necessary to devise
other means to attain this end. Therefore the High
Level Tramways Compan\', limited, with an eye to the
sheckels, built the present cable line, which for 4,900 feet
passes through the most beautiful of the hill residence
portion of the town. The scene from the car is a
magnificent panorama of fantastic residence, solid English
houses, crystal brooks and green lawns culminating in a
surprisingly beautiful landscape visible from the summit.
On either hand may be seen the sea studded with
islands and alive with the tiny boats of the natives and
the greater vessels of the transpacific, and transatlantic
96
fet^^^#^
commerce. The mainland is distinctly visible, separated
only by a nairow channel from the British-governed
stronghold.
The residence portion along the route is laid off in
terraces, and one of the greatest points of interest is a
stop at the Bowen road which stretches along for miles.
This road is the city aqueduct paved over smoothly
and is one of the most beautiful pleasure walks in the
world.
The cable road was opened for traffic in iS88, and was
three years in construction. The gauge is five feet, and
the grade averages one in four, with a minimum of one
The cars are of the composite pattern on double trucks,
32 feet long, weighing 4^^ tons empty. They carry
fortj' passengers and two employes.
For safety in this sensational climb, a clip-brake, grip-
ping a center rail is used, and frequent governmental
tests are made of the machinery and rope.
Our engravings show the method of guiding the rope
by means of pulleys placed at intervals for straight runs,
lateral curves and concave vertical curves. The road is
successful - commercially, and a great convenience to
travelers.
The personnel of the company's force is as follows:
HUNG KONG CAULE — ONE CAK AUUVE AND ONE CAR BELOW I'Ol.NT WHEKE rilOTOURAri! IS TAKEN.
in twenty-five and a maximum of one in two feet. The
method used is the tail end system, with a cable 2H
inches in circumference and breaking strain of fifty tons,
made by D. H. and G. Haggle, Sunderland, England.
The rope winds three times around the drum, which is
eight feet in diameter at the bottom of the grooves. The
motive power is furnished by two pairs of engines of 220
indicated horse-power, made by Ruston, Proctor & Co.,
London, supplied by two 40 horse power semi-portable
locomotive boilers.
Municipal regulations require a speed of less than 9
miles per hour. The actual speed, however, is from
$j4 to 6yi miles an hour.
I. F. Boulton, A. M. I. C. E., resident engineer; W.
Smith, C. E., Aberdeen, Scotland, consulting engineer;
I. D. Humphreys & Son, Hong Kong, managers.
THE NEW YORK COMMISSION.
THE ultimatum of the much-suffered New York
Rapid Transit Commission is at hand. This ukase
holds the underground road in abeyance, and
declares that present needs shall be met with extensions
of the elevated. The commission still adheres to the
underground idea, and hopes for some capitalist to sacri-
fice himself for future generations.
97
RAIL BONDING AND THE GROUND RETURN.
Brief History of Methods— Present Difficulties— Reports from Leading Roads Throughout the Country.
THE question of rail bonding and the ground return
has been a living one ever since the operation of
the first electric railway. One reason for this
was the fact that in the early daj's the ground
return was not made heavy enough or was soon overtaxed
by the growth of traffic. The more recent troubles, how-
ever, are from electrolysis. This latter acts much more
quickly in some soils than in others, and depends in part
on the amount of traffic and the metal used. Thus iron is
thought to be much better for some soils while in others it
is almost worthless. The fact still remains, however, that
wherever there is moisture a bare conductor laid in the
ground will be subject to electrolytic action. The ques-
tion is how to reduce this action to as low a point as pos-
sible.
In the first roads the rails alone without any bonding
were used. Of course so much power went to waste
that something had to be done, and rail bonding was re-
sorted to. The most primitive way of doing this was to
simply rivet the bond wire to the rail ends. This gave
trouble in most cases, because moisture would get in around
the riveted joint and the result was poor contact ending in
complete corrosion. The next step in the direction of
bond improvement was to either weld or solder the bond
wire to the rivet. There has been some complaint from
poor contact at the weld in these cases, and faults are
said to develop from the jarring of the rail end. Where-
ever moisture gets in around connections there is liable to
be trouble. Wedging in the bond with channel pins has
found some favor. The more recent forms of bond are all
made in one piece with the ends so fixed that they can be
riveted into the rail end. It has recentl}' been suggested
to protect the bond from moisture by slipping over it a
block of wood slotted on one side to receive the bond and
filled with pitch before application. Track feeders and
connections to water and gas pipes were the next step in
the evolution of the ground return.
A typical railway system of the present will consist of
some or all of the following features: Connections with
gas and water pipes along the line and at the station;
similar connections with ground plates, buried car wheels,
etc.; bare track feeders run to different points along the
road; bond wires (or double bond wires) connected to
feeders and cross connected at regular intervals. In ad-
dition, overhead return feeders are being installed at pre-
sent in many places. There is much difference of opmion
as to the relative merits of iron and copper for bonds and
feeders. Some claim that there will always be chemical
action between iron and copper when placed in the
ground, while on the other hand the more numerous ad-
vocates of copper point to the enormously greater m^iss
of metal required to conduct a given current than would
be required with the use of copper. It is very probable
that the difference in soils is responsible for many of
the differences of opinion on the iron and copper question.
Quite recently plans have been suggested for the use of
old rails as return feeders. By using a great number it is
claimed that a sufficient cross section can be obtained
while the use of worn out rails makes it cheap.
It is evident that whenever the current is obliged to
flow from the ground to a metallic conductor or from a
conductor to the ground electrolysis will show itself on
the metal. The aim then should be to prevent such pas-
sage of current as much as possible by the use of low
resistance metallic circuits, unless it is intended to use
ground plates and renew them regularly.
With the idea of obtaining information as to past expe-
rience and present practice in this matter the Street
Railway Review has written to a number of the older
and larger roads of the country asking the following
questions:
How long has jour road used electricity.?
Have you had any trouble with track bonding and the ground
return.? If so what.?
What methods have you used and what have been the results.'
What do you consider the ultimate solution of the problem.?
Have you ever tried dispensing with ground plates and depending on
track feeders alone?
Any complaint from water companies as to the oxidation of their
mains from the current,?
The answers received afford the greatest variety of
practice conceivable. The soil, the traffic and the age of
the road all show their influences in these answers.
On behalf of the Review and its readers we take
this occasion to thank our friends for their prompt and
comprehensive replies.
DENVER.
Superintendent C. K. Durbin, of the Denver Tram-
way Company, writes that their road has used electricity
since December 25, i88g. The only trouble they have
had with track bonding arose from the use of iron bond
wires, where there was electrolysis caused by salt. At first
they used iron bond wires and then No. 4 copper, but finally
adopted No. o copper. He considers the solution of the
problem to be good connections at the joints, good ground
connections, such as water pipes, creeks, rivers, or any
water body, and plenty of return feeders. The company
has never used ground plates and has had no complaint
from water companies.
SALT LAKE CITY.
The Salt Lake Rapid Transit Company have no track
feeders but use bond wires cross connected about every
500 feet. The bonds are Nos. 2 and 4 B. & S. copper
wire tinned. These are set and soldered in the head of
a malleable iron rivet. They are grounded to water
pipes, artesian wells, waterways and any other places
where a good ground is obtainable. No complaint from
water companies. Some of their bond wires have been
eaten out in six months and some have been in for two years.
98
The difference in soil causes this. Some galvanized iron
bonds have been used b}' the side of copper but have not
been in long enough to show what the}' will do.
Jas. N. Smith, electrician of the Salt Lake City Rail-
road Company, says that they use a No. 4 copper wire
bond with cross bonds at every joint. They had tried
dispensing with ground plates and using track feeders
alone, but it was not satisfactory and they had found that
if.the track bonding was poor there would be trouble
from water pipes. Personally Mr. Smith says that he has
installed some four or five electric roads and has found
that good track bonding is necessary and that the return
can not be too good. He has tried the feeder sj'stem and
also tapping onto water pipes, but does not consider the
latter good as it injures the pipes.
OGPEN, UTAH.
H. H. Smith, electrician of the Ogden City Street Rail-
way, says that they use a No. 3 copper wire for return,
and the bonds are connected directly to this, the joints of
course being soldered. All wires are in as good condi-
tion to-day as when first put down, in September, 1891.
No complaints from water companies. Mr. Smith thinks
it best to depend on feeders for a return.
FROM DES MOINES.
General Manager Hippee replies: "We use the rails
bonded and an o wire on each track. The bond wires
are soldered to the continuous wire and are cross connec-
ted at close intervals. Our return wires have been in
about three years. We have never had any trouble with
them, except where we have an exxessive amount of cur-
rent going through them near our power house, where
the}' burned off; but this was on account of not having
enough wires. We use some ground plates but not
many. We ha\-e during the last sixty days put up over-
head return wires, which are connected to the rails at
intervals where our heaviest current is used, and think
that this i^ much the preferable way. I believe that there
is as much necessity for an equal amount of ground wire
going back to ihe power house and to the generators as
there is for feed wires to carry the current to \oi'r line."
W.ASIIINGTON, D. C.
The report from the Eckington & Soldiers' Home
Railway, of Washington, D. C, says that they use a
supplementary in connection with track bonding. Bonds
are of No. 6 copper, held with channel pins, and the
return has been in three 3'ears. They depend on track
feeders alone for the return, and have had no trouble
from electrolysis of water pipes.
ANOTHER EASTERN CITY
of over 100.000 inhabitants reports as follows: They have
used electricity about eighteen months and have had no
trouble wiih their return. They use rail bonds with a
supplementar}' copper wire, and cross connections from
rail to rail and between double tracks. In some cases
only bonds are used. No ground plates are used, and
here has bien no complaint from water companies.
LA FAVETTE, INDIANA.
Another very interesting and valuable reply is that of
Superintendent J. S. Hill, of the Lafayette Street Rail-
way Company.
"I take pleasure in replying to 3'our favor of the 3rd
inst. relative to ground returns for electric street railways,
as I have read with interest the articles regarding this
subject, and think it is one which all street railway men
should give their careful attention. We are using nothing
but the ordinary rail bond on our road here, that is, since
rebuilding the S3Stem. We have removed the old copper
ground wires which were put in in 1S8S, as they were
entirely eaten through in manj^ places, and the light cop-
per wire by which they were fastened to the rails was in
nearly all cases gone entirely. Our bond wires are of
galvanized iron, three-sixteenths to one-fourth inch diam-
eter, riveted across the rail splice in the usual way on
the T rail, with a cross bond from both rails every three-
rail lengths. This we find very satisfactory, as our rails
are fifty-six pounds to the yard, which gives us a large
metallic surface for a ground return. There are also
several ground plates which were used by the old system,
but which I abandoned, as they were not reliable, and we
use four No. 2 copper wires from the power house strung
on poles, and in addition to this several short sections of
rail sunk in the river and connected on switch board at
power house. We have been using this for over one
year with entire success, and we have had no complaints
from water or gas companies regarding oxidation of their
pipes, and in fact I have been compelled to use the
natural gas pipes for a return during the extreme cold
weather in the winter of 1S92, as we had torn up our
track to relay it, and while the ground was wet we had a
good return, but as soon as it became frozen it was almost
impossible to run a car. But I connected the pipe at the
power house to switch board and then to the branch line
where we had the trouble, and succeeded in running
everything all right. I believe the oxidalion of gas and
water pipes due to electric current is caused by their not
being connected directlv to the ground wires at the power
house, or that they are used enlirely as a ground return,
and have not sufficient surface to carry tlie heavy amper-
age which street railways use. But it is an undoubted fact
that the above subject is worthy of consideration on the
part of all street railway men, as a good ground return is
a necessity for the successful running of an electric street
railway."
(to be continued,)
INDEFINITE POSTPONEMENT.
Father of the Heiress — Whatareyourexpectations?
The Suitor — I am to be manaijer of the Underground
railway of New York.
Father of the Heiress — Bless you, my son, when
the road's built you can have her.
Mr. Cleveland denies the story that he is in the St.
Louis syndicate deal.
99
POWER STATION OF THE NEW HAVEN & WEST HAVEN STREET RAILWAY,
NEW HAVEN, CONN.
THE New Haven and West Haven Street Railway
operates a line of double track road between
"The Green" in the city of New Haven, Conn.^
and a seaside resort known as Savin Rock, in
West Haven, with two branches in the residence district,
being a total di5tance of 9 '4 miles, of which 4^ miles are
double tracked. Their present equipment consists of 42
cars, comprising seven open cars having two motors of
30-horse-power each, and 16 cars equipped with one 30-
horse-power motor each, nine cars with single 20-horse-
power motors and ten trailers. The road has the usual
city and suburban trade throughout the year, and in the
summer season it handl es a heavy pleasure travel to the
Savin Rock resort.
tion to operate the road electrically on the 4th of Julj-,
the company having disposed of most of its equipment of
horses, relying on the power plant to handle the holiday
crowd. As events resulted steam was raised on the
I St day of July, and the road was ready, so far as the
power was concerned, to take care of the 4lh of July
traffic, and as a matter of fact did so to the extent of the
full car equipment at that time in service.
The plant is situated at the west end of the West Haven
bridge, at tide water. A pier runs out 300 feet to the
ship channel so that coal may be handled by the cargo. A
Hunt tramway with dumping car carries the coal from
the pier head and distributes it through a coal pocket
outside of the boiler room. This pocket is carried on
INTERIOR. OF ENGINE ROOM.
The power station which this article illustrates is a re-
markable example of modern engineering in this depart-
ment. So far as known it is the first power station in
this country which has followed the European practice in
completely equipping with direct-connected, slow-speed
d3-namos, or "Kodaks;" and the whole design of the
plant in its minor details is so thorough a departure from
the older lines of practice as to attract the attention of
engineers and railway men throughout the country. The
power station was constructed under contract by West-
inghouse. Church, Kerr & Co.; the work being designed
and supervised by William Lee Church of the above
concern. It is worthy of remark that the contract
was awarded on the 6th of April, 1892, and the ground
was broken on the following daj'. The contractors,
although not formally bound, were under a moral obliga-
heavy timbers, with a floor incline at such an angle as to
let the coal run freely into the fire-room through open-
ings in the building wall opposite each boiler. A coal
supply for ten weeks can thus be stored, being sufficient
to tide over any possible freezing of the bay during a
severe winter.
The building is laid out for a total plant of 1,000 horse
power, nominal generator capacity; 500 horse power
being installed at present under the original contract.
The boiler room is 72 feet b}' 29 feet with a clear height
of 26 feet under the trusses. The floor is of brick laid in
cement, being on a level with the grade outside. A slope
of about 4 feet in the lot enables the floor of the dynamo
room to be raised above the boiler room, and at the same
time to be entered at grade from the front of the building.
The boiler plant at present consists of three Manning
100
boilers of 150 horse power each, two of which are ade-
quate to run the present plant to its full capacity, the third
standing as relay. These boilers are furnished with
shaking grates, and an ash car runs on a track within con-
venient distance of the ash pits.
A most striking feature of this plant is the perfect con-
trol of the fires independent of conditions, by the use of
mechanical suction draft. The observer will be struck by
the absence of the usual chimney stack, and will find it
difficult to believe that an insignificant steel stack 4 feet
in diameter and showing onlj- nine feet above the ridge of
the roof, is the only provision for firing the ultimate plant
of 750 horse power of boilers to their fullest capacity.
fan is a Westinghouse engine of nominally 5-horse-power,
but which runs under a throttle barely started from
its seat. The economizer extracts all available heat
from the gases, reducing their temperature in the fan to
practically that of the incoming feed water, and returning
to the boiler a heat value which would otherwise be re-
quired for the production of natural draft in the chimney.
The economical results are very marked, but a not less
important feature in connection with street railways is
the entire control which the fireman has over his steam
pressure under all the fluctuating emergencies of railwaj^
service. He no longer fears a poor quality of coal, dirty
tubes, or dirty fires after a long and hard run. He is not
STACK AND liXllALSl" FAN.
The smoke flues from the boilers are carefully protected
b}' non-conducting material, so as to save all the avilable
heat for transference to the feed water in the economizer-
The smoke flue after running to the back of the boiler room
dives down into a brick chamber, in which is a Lowcock
economizer, the scrapers of which are operated by a little
engine on its upper deck. A by-pass with damper runs
underneath the floor of the economizer, so that the lattir
can be cut out for repairs without interfei ing with the
boiler service. The cold end of the economizer opens
directly into a large slow-running e.xhaust fan whose wheel
is 6 feet and its crse 9 feet in diameter. This fan stands
on I beams in an annex to the boiler room, and discharges
directly up into the bottom of the stack before mentioned.
In the base of the stack a steam nozzle may be placed as
a relay in case of temporary repairs to the fan, the
chances of which may be judged from the fact that it runs
in ordinary service at from 40 to 50 turns, and in rare
emergencies at 80 turns. At the latter speed the air can
be heard to whistle through the ash pit doors, and an in-
tensity of combustion is obtained which practically doubles
the rated horse power of the boilers. The power for the
INTERIOR OF BOILER ROOM.
appalled by a heavy snow fall or by a sluggish condition
of the atmosphere, which is apt to kill the draft at a time
when the tracks are the greasiest.
Its capabilities were brilliantly illustrated by an incident
occurring shortly after the road was opened in JUI3' last.
The day was a sultry summer day, and in consequence
a large crowd had accumulated at the sea shore. The
company had only four motor cars at that time in service,
the remainder of the traffic being taken care of by the
horse cars. Several other motor cars were equipped and
standing in the car shed, but no motormen had been
assigned to them. A railway man need not be told that
a green motorman will use an e.xtravagant amount of
current, and will unlatch the circuit breakers with a
frequency which is ruinous to the morals of the man at
at the other end. In the evening a heavy thunder storm
came up and the crowd immediately flocked for the cars.
Word was telephoned to the power house that the crowd
was coming and must be taken care of; that the new
cars would be run out with green men and must be
handled at all hazards. One boiler and one engine were
running, and the second standing banked from the night
before, and showing a pressure of 45 lbs. The fan was
speeded up a few
turns, the second
engine immediately
started from the
same boiler, and the
fire hauled down in
the second boiler.
In eight minutes
from receiving the
message the second
boiler showed 120
pounds of steam,
and the first boiler
had pulled through
the double duty and
the car service per-
formed without a
break. These facts
appeal mightilv to
the railway man-
ager, who cannot
make up for lost
time in dealing with
the public, which
accepts no excuses.
In the boiler room
is the usual double
equipment of feed
pumps, either pump
being adequate to
supply the full battery of boilers. These pumps take
water through a meter, so that by weighing the coal, and
dividing into the water, a running log of the evaporative
duty can be taken and reported to the office. The feed
water is first carried through a National heater, into
which are turned the exhausts from the feed pumps, con-
denser, fan engine, etc., the whole being sufficient to
raise the temperature to about 150'. From the heater
it goes through the economizer, and reappears with a
temperature of about 330% in which condition it is fed to
the boilers.
A pit in the boiler room contains a Deane independent
condenser which receives the e.xhaust from all the main
engines in the generator room. The injection is salt water
drawing through a suction pipe from the end of the pier.
PLAN OF POWER STATION— BUILDI.NO, 74x64. CAPACITY, loOO H.
101
and discharging to waste, its value being as a producer of
vacuum only. Entering the generator room, we find a
floor space 72.X31 feet and 16 feet high under the trusses.
This room contains three Westinghouse compound encrines
of 160-horse-power each, with maximum of 200-horse-
power under 125 pound steam coupled direct through a
flexible insulating coupling to Westinghouse slow-speed
generators of 160-horse-power nominal capacity. The
room will ultimately contain six of these generators,
aggregating around looo-horse-power of rating, with a
maximum capacity much in excess of this figure. Each
kodak occupies a floor space 6 feet bj- 16 feet 4 inches,
and the arrangement is as shown in the interior view, the
distance between centers being 1 1 feet. A separator ia
placed in the steam
line to each engine
near the throttle,
and an independent
steam loop runs
from each one, get-
ting its rise in the
roof of the boiler
house. Absolutely
dry steam is thus
insured, and all
water of condensa-
tion or entrainment
is returned to the
boilers. The 12
inch exhaust line is
is made tight against
vacuum by screw-
ing the pipe clear
through the flanges
and riveting the
end down into a
counter-sink. Ex-
pansion is taken
care of by copper
bends in both the
steam and exhaust
lines, and since
starting the plant
not a sign of leak-
age either of steam or air has appeared, and a steady
vacuum of 27 inches is maintained.
A trolley-fall runs on an I beam over the line of
engines and over the line of generators, permitting of
quick handling in case of repairs. An alcove 30 feet
long and 6 feet deep contains a skeleton switchboard of
quartered oak, so located as to be accessible from all
sides without projecting into the main body of the room.
The floor is laid in diagonal stuff of hard pine, and ample
provision is made for artistic lighting on the generators
and switchboard, the lighting circuits being on a shunt
from the main circuits. The perfection of the engines as
to speed is strikingly exhibited by the perfect steadiness
of the lights, notwithstanding the --apid and extreme
fluctuations of load common to railwa}* service.
102
A fact which will strike every practical man is the
remarkably small space occupied by the entire plant.
We have here a building 74 feet b\' 6^ feet outside
which contains a 1,000-horse-power equipment complete,
including engines, generators, switchboard, boiler plant,
with relay, economizer, condenser, feed pumps, and all
sundries, including a most generous space for the fire-
room. The remarkable economy in ground space thus
secm-ed is indicated in the fact that less than 5 square feet
of space per electrical horse power is required for all
purposes. This for a small plant. A more recent design
for a complete power station of 8,000-horse-power gen-
erator capacity on a still more compact arrangement,
reduces to 2.3 square feet per electrical horse power.
The bearing of this fact upon the cost of real estate, par-
ticularly in cit}' plants, and upon the cost of the building,
is obvious, amounting to a reduction of fullv two-thirds of
this heavjf item.
W^r'^_'
,.^
!&'•
COAL HOIST AND IKAMWAY.
The effect upon the capital account is obvious, and
the next point of interest is the result in the operating
expenses. In this particular the records of the above
described station speak for themselves. No official test
has yet been made, as the complete car equipment was
not in service until the summer rush was over. A
detailed test will be made in the summer of 1S93, but the
company has kept running records of the car mileage and
coal consumption, which give the essential information.
Owing to the non-completion of the pier and the suction
line to the condenser, the engines were run non-condens-
ing for some months after the plant was started. During
this time an average of almost exactly 2,000 car miles
per day was performed at a total cost of coal of exactly
$18; coal being $3.67 per ton delivered in the bins. This
reduces to of one cent per car mile. About the first
of October the condenser was connected with an imme-
diate reduction to .82 of a cent per carmile. At the pres-
ent writing the plant is running on almost exactly four
tons of coal per day gross consumption, including not only
banking of fires, steam for pumps, condenser, fan engine,
etc., but also the electric heating of all the cars in one of
the severest winters on record, or slightly less than three-
quarters of a cent per car mile for power, light and heat.
This, at the comparatively high price of coal obtaining in
New England, is a result which demands the thoughtful
attention and comparison of railway managers, and very
conclusivel}' establishes the question of the adaptability of
a proper design of compound engine, either condensing or
non-condensing, to the variable loads of railway service.
It further indicates the economical advantage of convert-
ing the power in the most direct manner possible from the
piston of the engine to the armature of the dynamo with-
out the frictional losses due to counter-shafting, clutches,
etc.
The operating force of the station consists of a chief
engineer, who is held responsible for the plant in general,
and who runs from starting time until 4 p. m., at which
time the second engineer goes on and runs until mid-
night. There are three tiremen running eight hour
turns, changing at 6 a. m., 2 p. m., and 10 p. m., the last
man acting also as night watchman, and raising steam
and starling one engine for the morning run.
The station above described is a bold departure in
engineering, but one which rests upon a substantial
foundation of practical experience and a full appreciation
of the commercial as well as the engineering side of the
problem involved. Its success has been marked, and the
officers of tlie company are unstinted in their commenda-
tion of the whole plant, and of the contracting parties.
THE ACME STORAGE BATTERY.
ANEW storage battery called the Acme has been
tried on Ninth avenue, New York. The battery
and car complete weigh about six tons. The
peculiar feature of the cell is that the plates are held in a
non-conducting material, and this non-conducting material
being unaffected by the acid or action of the current pre-
vents the plates from bucking and falling apart. The
cells, 144 in number, weigh about a ton. The battery is
the invention of P. Kennedy, of New York.
A GOOD YEAR AT PORTLAND, ME.
THE Portland, Maine, Railroad Company directors
report that their road has carried 3,449,583 pas-
sengers during the year. The power station has
been enlarged 250-horse-power, making 550 in all. The
whole business has had a substantial increase. The com-
pany now make their own cars. During the year $12,000
in dividends were paid, leaving a surplus of $19,000.
The former officers were re-elected for 1893.
The New York Rapid Transit Commission have a
new play for sale, called ■' A Hole in the Ground."
in;',
THE STRIKER AND THE LAW.
The United States Court at Indianapolis Hands Down an Important Decision— Violation of Law by an
Organized Body no less Criminal than by the Individual.
IN the Ignited States Court at Indianapolis, on Jan-
uary- 20, Judge Baker, in reviewing the case of the
Lake Erie & Western Railroad strikers, hands
down a most thoughtful and sound opinion which so
clearly and fairly passes on the acts and rights of organ-
ized labor that it fully merits reproduction in full in these
columns. Judge Baker said : —
"The court recognizes the right of any man or number
of men to quit the services of their employers; and it
recognizes the right of men to organize, if they deem it
expedient to better their condition. It also recognizes the
hardships of the life of the average laboring man. Their
conditions are often such as to touch the sensibilities of a
feeling heart. The court is also aware of the scanty
wages which they often receive, of their long and ardu-
ous hours of service, frequentl}' exposed to the rigors of
an inclement season. All these things are calculated to
produce sympathj- in every right-minded man. It is
laudable for men, whether the}' are day laborers or
are engaged in other vocations of life, b)' organization,
to take any lawful course for the purpose of bettering
their condition. But it must be done according to those
principles that lie at the very foundation of the social
compact. Man was created for organized society, and in
order that society shall exist, whatever may be the form
of government, it is absolutely indispensible that the great
fundamental and God-gi\'en right of every human being,
unrestrained and unintimidated, to labor and enjoy the
fruits of his toil, should be protected. There is little
excuse for labor to organize and by unlawful means
attempt to overthrow the law. Societj- is organized
under our form of government on the recognition of
man's rights as man. If society were overthrown and
men turned back into conditions of anarchy, as they were
in large measure during the dark ages, when power and
force made right, the condition of the laboring man
would not be bettered. If such were the condition of
society the man or the men with great intellectual power
and great wealth would become the masters of the labor-
ing classes as in those dark ages, and the laborer would
be little better than a slave.
"The effort of these defendants, as the evidence in this
case shows, is an effort not only to overthrow the law,
but also an effort to overturn the just authority of the
courts. To permit ' this would be an offense not only
against society, but against thel aboring men themselves.
In the convulsions of society, when law becomes silent
and force reigns, it is the humble, and the poor and the
powerless that become the victims. The condition of
things that is evidenced by these strikes is well calculated
to impress thoughtful men with their danger. I do not
know but that I am a little old-fashioned in my notions,
but I confess that I cannot look with any degree of toler-
ance on the false and dangerous teachings of those who
actively, or by their silent acquiescence, are leading labor
organizations to think that because they are organized in
associations they have the right to seize property, or by
intimidation to prevent well-disposed people from labor-
ing. In my judgment it is no less criminal for an organ-
ized body of men to commit these wrongs than it would
be for a single man, armed with bludgeons or revolvers,
to commit the same wrongs upon the persons or property
of others. I confess that so far as I can see, if my prop-
erty or personal rights are invaded by a bod}' of men
who call themselves organized laborers, there is no dis-
tinction, either in the view of God's law or human law,
than if the same things were done by a single individual.
Indeed, it would be more tolerable if it were done by the
midnight robber in the silent watches of the night than if
it were done by an organized bod}' of men. I think it
would be wholesome if this lesson which was taught me
by my parents in a rude frontier cabin in the early settle-
ment of northwestern Ohio liad been taught these men
by their fathers and mothers. When I come to the final
disposition of these cases I shall deal justly and mercifully
with these men. But I do not intend that it shall ever be
said of me, if anything shall ever be said, that, as a mag-
istrate, I failed in the discharge of my duty in any such
way as tended to unsettle the foundations of our govern-
ment. I am charged with a great and solemn duty.
There can be no greater or more solemn duty than that
which requires judges to impress on men not only the
supremacy of the law, and the rightful supremacy of the
aw, but that it is necessary that men should be punished
who violate the law, in order that the fabric of human
society may not go to pieces.
"In this case the evidence shows that there are a num-
ber of men who belong to a secret labor organization
whose ramifications reach not only over the entire extent
of the United States, but into Canada as well. It has
kindred associations by other names in Europe. All
these organizations have the same general aim, and that
s by force, violence and terrorism to compel their employ-
ers to submit their business, their property, their means
of livelihood to the arbitrary demands of these associa-
tions. In their secret, oath-bound assemblies they deter-
mine for themselves on what terms they will work for
others. They refuse those who are not members of
their association to labor when they desire to do so.
Those who will not submit tq their exactions have no
more option about carrying on their business than has the
belated traveler when a highwayman presents a revolver
and bids him submit.
"As I say, I do not see any difference, either morally or
legally, between this sort of business where an organized
body of men combine for the criminal and unlawful pur-
pose of compelling somebody else, against his will, to
submit to their demands, than if the same thing were
104
done by a single individual. If they compel submission
it is robbery, because, whoever compels me by force or
terrorism to give up one dime of my money or one dime's
worth of my property is equally guilty, whether it be the
man who meets me on the street corner in the night-
time, or an organized band of strikers who take possession
of my property and deprive me of its use. But these
combinations are infinitely worse than isolated violations
of the law in that they teach general disregard and con-
tempt of law. They make people think that human
rights are of no value. The}' teach the fantastic and
monstrous doctrine that a man who is hired to labor and
is paid for his work has some sort of equitable right in
the property of his employer, together with a right of
perpetual employment. It has been said on the floor of
the United States Senate that the laborer has a sort of
an equitable lien on the property of the man for whom
he works, whose money bought the property, together
with the right of perpetual employment. It may do for
men that are reckless of the welfare of human society,
who care nothing for its peace and good order, to imperil
life, property and liberty, and the perpetuity of our
institutions by teaching such doctrines, but the judge who
tolerates it ought to be stripped of his gown and be driven
from the sacred temple of justice.
■'I think these men have been misled. I think the}'
have been deceived by false teachers, but still they ought
to have known better than to violate the law of the land
and to trample under foot the solemn processes of the
court. I want it to be understood so far as this court is
concerned that such offenses will not be deemed trivial,
and that the law cannot be violated with impunity bj' any
combination of men under whatever name they may
clothe themselves. They will not be permitted to violate
the law and then set themselves above the court.
"If laborers wish to organize to learn the principles of
political economy, to learn something about the great
laws of supply and demand, to learn something about the
effect of immigration and the increase of the number of
laborers on the wage market of the country; if they want
to organize for the purpose of quitting their employers,
in short, if they want to organize to do anything that is
recognized as within the pale of the law, I have no word
of criticism. I think that such organizations for lawful
purposes are to be commended. But when these organ-
izations, as I said on yesterday, combine and confederate
for the purpose of seizing other men's property, or when
they undertake by force and intimidation to drive other
men away from employment, and thus deny them the
right of earning a livelihood, they commit a crime — they
commit a crime that this court cannot suffer to go
unpunished. There ought to be blazed on the minds of
every one of these men that belongs to a labor organiza-
tion, as with a hot iron, so that they shall know and
understand it, that while it is lawful and commendable to
organize for legitimate and peaceful purposes, that it is
criminal to organize for the invasion of the rights of
others to enjoy life, liberty and property.
"I will not pass upon the cases of these men now, and
before I do pass upon them I shall be glad to know who
and what they are, something about their former lives,
what they have been doing, whether they have been
engaged in criminal combinations before this. The
gravity of crime depends on the character of the criminal.
An ignorant boy who, in the heat of excitement or the
impulse of the moment, is lead into the commission of
crime, is to be looked upon with .sympathy, and ought to
be dealt with lightly; but the man who is given to law-
lessness, who is a confirmed criminal and violator of the
law, on whom reason and mercy would have no influence,
ought to be made to feel the heavy hand of the law, so
that if respect for law and respect for the rights of their
neighbors will have no influence upon them, the power
of the law and its judgments may have."
MASSACHUSETTS STREET RAILWAY
SUPERINTENDENTS' ASSOCIATION.
THE third regular meeting was held in the afternoon
of Friday, January 27th, 1893, at the Woodland
Park Hotel, Auburndale. Prior to the meeting
the members gathered at Newtonville, and took a trip in
a special car provided by Superintendent Henderson, of
the Newton & Boston Street Railway Company.
The party then took a special car for the hotel, where
a fine repast was served. After the cigars were lighted
Vice President B. J. Weeks, in the absence of President
Murch, assumed the chair and, after a short address, the
business of the meeting was proceeded with, the session
lasting four hours. The committee on by-laws made a
report which was adopted. In these the usual quota of
officers are provided for and the member.ship fee is fixed
at five dollars a year. The third Wednesday in June is
set as the date of the annual meeting, with quarterly
meetings determined b}' the board of officers.
It is incumbent on every member to make known to
the Secretary any subject on which he may need advice
or help, and the officers shall, by correspondence or dis-
cussion, arranged for at the regular meeting, attempt to
help that member to the aid he seeks.
The following matters were discussed:
The best methods for keeping a good rail in winter.
Snow plows.
Improvements in cars.
Improvements in trucks.
Wages paid conductors and motornien.
Arbitrary rule by a president.
Life saving fenders. •
It was the most interesting and profitable meeting that
the association has had and of great value to those
present. It was voted to hold the next meeting at Law-
rence, date to be fixed by the secretary.
A BIG black horse attracted considerable attention
lately by following one of the new electric cars at Peoria
for several days. Investigation revealed that in former
years he had been in the street car business, and couldn't
forget his old habits. He was finally coralled, and his
owner notified.
105
P!f^
Work on the exterior of the large buildings is practi-
cally finished and an immense force will be turned on
inaide work.
The avalanche of wet snow that slid from the top of
the Liberal Arts Building and crashed through the wings
below, was much less severe in its damange than cur-
rently reported.
The Siemens-Halske of America will show one of the
most interesting displays in electric railway lines. This
will consist of a full}' equipped conduit system i,ioo feet
long with station complete, on the pattern of the Buda
Pesth plant.
Carnegie, Phh-ps & Co., will have no exhibit, owing
to their inability to secure space in accordance with then-
application. Twenty-five hundred square feet were
applied for and 500 allowed. The Illinois Steel Com-
pany withdraws for the same reason.
The Inter-Ocean for March 25 will be a complete
avant courier for World's Fair visitors. A full list of
rooming places, hotels, churches, public buildings, theaters,
hack fares, street railways and other items of interest will
be found in its pages. They will print 200,000 copies.
The lighting contract for the World's Fair requires
machinery, wiring and lamps for a minimum of 92,000
sixteen-candle lamps. The Westinghouse people will
supply 12 large generators of 15,000 lamp capacity. Six
of these will be driven by Westinghouse Machine Com-
panjr's engines, direct coupled. The other six will be
belted to exhibited engines. High tension long distance
transmission will be illustrated in the Electricity Building.
The company, if possible, will install a model lamp factory
to show the process of manufacture.
The subways for the spider web net work of under-
ground wiring at the Exposition grounds will be perhaps
one of the greatest exhibitions of the wireman's skill ever
shown to the lay or professional visitors. For two miles
there are conduits in which a man can walk upright
without danger to his silk hat, and running from these
main arteries are the thousands pf ramifications bringing
light, heat and power to the various buildings. The
two mains run 1,200 feet straight away from the
Machinery Building to the Administration Building. Here
the left hand tunnel divides into two directions, one run-
ning to the Electricity Building and the other to the
Mining Building. The second conduit runs to the Elec-
tricity Building, turns east to the Manufacturers' Building,
under the lagoon to the Government Building and nar-
rowing ends at the Fisheries. The conduits measure 6
feet 6 inches at Machinery Hall. The exterior, including
concrete and sand floor, plaster wall and timber roof are
8 feet 4 inches by the same. The wires within are
arranged on cross arms and are suspended at intervals of
20 feet on iron uprights. There are twelve cross arms
between floor and ceiling. Each arm carries 5 insulators
and each insulator two wires. Engineer Sargent cal-
culates that 700 miles of underground wire will be used,
and the cost of the conduits at $65,000.
MOVING SIDEWALK ON THE CASINO PIER.
Contracts have been let for the construction of 4,500
feet of movable sidewalk on the great Casino pier of the
World's Fair grounds. The sidewalk is designed prin-
cipally to carry passengers arriving by steam boats from
the lake end of the pier to the shore, 2,500 feet westward.
The Pier Movable Sidewalk Company owns the con-
cession granted by the E.xposition Company for a display
of this novel and useful method of transportation on the
Casino pier. The Pullman Palace Car Company has the
contract for the entire rolling stock, the General Electric
Company for the motors and electrical equipments and
Hiero B. Herr & Co., the contractors who have just
finished the pier, will build the substructure, the plans
calling for the movable platforms to be five feet above the
floor of the pier, so as to afford to all of its passengers an
elevated and unobstructed view of the shore and lake.
The directors of this company are Wm. Eliot Furness,
Max E. Schmidt, Geo. F. Brown General Manager of
the Pullman Palace Car Company, H. B. Herr, J. L.
Silsbee, Dr. Arnold P. Gilmore and F. W. Gookin.
Work will be commenced at once, and rapidly pushed.
This exhiJMt will afford one of the most novel, interesting
and practical exhibits on the trrounds.
1(16
WILLARD A. SMITH.
The chief of the department of transportation is al-
ready a well-known figure in steam railway work, and
under the three sympathies of a railroad man, an editor,
and the chief of this department, we take pleasure in
presenting his features to the street railway fraternity.
Mr. Smith was born at Kenosha, Wis., in 1849, °^ ^
sturd}- New England family, that came in an early day to
the then wilds of Wisconsin. His primary education
was obtained at the Kenosha public schools, with a col-
legiate preparation at Rockford, 111. The year 1S65
found him duly matriculated at Shurtleff College, Alton,
WILLARD A. SMITH.
from which he was graduated in 1869. Having chosen
the law as a profession, Mr. Smith removed to St. Louis
and took up the study of his choice at Washington Uni-
versity, from which well-known institution he obtained
his sheepskin in 1871. Here also his first essay into
journalism was made in a successful college paper. After
graduation the publication of the St. Louis Post Office
Bulletin occupied his attention. Having disposed of this
venture at a profit, he started the St. Louis Railway
Register, a weekly journal, which he conducted with
great success until 1S73, when he sold out to take posses-
sion of our Chicago contemporary and namesake, the
R.MLw.w Review, the ■ success of which is a standing
monument of Mr. Smith's ability.
He owes the nomination to his present position to the
unanimous voice of the managers of the railways center-
ing in Chicago, which action shows the confidence re-
posed in him by men noted for their critical judgment of
strict integrity.
The national and local commissions ratified unanimously
and immediately the choice of the railway managers.
Mr. Smith may be found now at his comfortable oflnce
in the transportation building, one of the hardest working
and most obliging ofiicers of the Columbian Exposition.
The message of the Sphinx, an heroic statue by
Theodore Bowers, will grace the permanent art exhibit.
We show an engraving of this unique and powerful
subject.
An engraving of the travelling crane that helps binld
the intramural's tracks is shown herewith. The point of
view is at the annex of the Transportation Building.
ANOTHICH TEMPORARY I'LANT.
The temporary power plants at the World's Fair
grounds are first-class exhibitions of the skill of some
of our best engine builders and boiler makers. The
conditions are ordinarily as severe as conditions can very
well be, but the records made and the work done are up
to the standard of the various artisans represented in the
plants. Of the exhibitions of this character we note
107
one of the mosl interesting exhibitions of temporary-
power installation is the structure just south of the Trans-
portation building, where the necessary electric energy
is generated to light the immense buildings and the expo-
sition grounds. The chief of these interesting features
in the building referred to is a Buckeye engine, made by
the Buckeye Engine Company, of Salem, O. This
machine was one of the first installed, under the most
discouraging conditions, but the engineers are only the
prouder of its service. The engine has a ii by i6 inch
high pressure cylinder, and 21 by 16 low. It is running
at 275 revolutions per minute, and, although seldom indi-
cated, is of 150 horse-power rated capacity. It is belted
to run one 80-light arc machine, and one 125 power and
incandescent generator. Hoyt's belts, sold b}- W. D.
Allen & Co., 151 Lake street, Chicago, are used, and
give the best of satisfaction for solid leather belting. The
engine foundation is not of the best construction, and, in
fact, the temporary construction of the plant militates
everywhere against the best results. In spite of this the
engine does good work. Our illustration shows the
engine and its surroundings.
The Morgan Engineering Co. of Alliance, O., has
built several electric cranes, one of which we show, to-
gether with the interior of Machinery Hall. This
machine can lift and transfer 40,000 pounds; has a span
of 75 feet and a run of 400. The General Electric
made its motors.
BUCKEYE ENGINES AT TEMPORARY ELECTRIC LIGHT AND POWER PLANT.
Besides this machine the Buckeye Company has furn-
ished for the e.xposition a 14 by 24 and 28 by 24 inch,
cross compound, one i.? by 21 inch, medium speed, one
i6'/2 by 30, slow speed, one 13 by 16, high speed, and a
triple expansion of 1,250 horse- power with a 20 by 48
inch high pressure cylinder, two low pressures, each 36
by 48 inches, with intermediate cylinders 323.^ by 48.
This exhibit, representing the several types built by the
company, should be a matter of just pride to the builders
and of interest to all visiting power users.
The Fine Arts display will far exceed any previous
collection ever attempted.
There are already on the grounds 35,000 packages
of exhibits, of which a large proportion are foreign.
The Chinese exhibit, numbering 1,367 packages, has
just arrived in Chicago.
The Western Union Telegraph company has shipped
a model of the steamship Great Eastern, which laid the
Atlantic cable. It is valued at $5,000.
A KEMAKKABi.E Collection of photographs of trans-
portation vehicles in all parts of tlie world, is in bond.
The collection includes chariots, coaches, wheelbarrows,
street cars and steam cars.
1()S
MACHINERY HALL.
Machinery Hall will be a mine of interest, as will also
be the power plant near by.
The boiler plant is situated in a long, narrow building
with a total length of 850 feet. In this largest boiler
room the world has ever seen will be arranged from 45
to 50 boilers of the water tube type, with a uniform pres-
sure of 125 pounds to the square inch. The boilers now
contracted for are as follows:
Two batteries of two each of the Gill type, 1,500-horse-
power; two of two each. Root type, 1,500-horse-power;
two of four each, Heine make, 3,750-horse-power; two
of two each. National, 1,500-horse-power; five batteries
comprising nine Campbell & Zell, aggregating 3,750-
Ball, of Erie, Cross compound of 480-horse-power;
Armington & Sims, simple, 400; General Electric, triple
expansion, 1,000; Phoenix, triple expansion, 500, tandem
compound and a simple, each of 250; Woodbury, tandem
compound, 600 and one 375; Ida, tandem compound, 2 25
simple, 200; Ball & Wood, Cross compound, 200, two
simple of 150 each, and tandem compound of 150-horse-
power; Westinghouse, four compound, 1,000 each;
Buckeye, triple expansion, 1,000; Atlas, compound, 1,000,
Mclntosh-Seymour, double tandem compound of 1,000,
horse-power. Two Westinghouse compound follow of
1,000 each; one Buckeye cross-compound. 300, two sim-
ple, 125-horse-power each, a simple, 190 and a tandem
compound, 150; one Russell, double tandem compound
MACHINEKV ilALL — IHfc. LAbl IN ItXTtKlOK COMI'LEXIUN.
horse-power; five of two Babcock & Wilcox, 3,000-horse-
power; two of two each, Sterling boilers, 1,600-horse-
power. All boilers will be fired with crude petroleum
from the Standard Oil Company's tanks on the ground.
The main header extends the length of the house and is
thirty-six inches in diameter.
THE ENGINE E.XIIIBIT
will be also the greatest ever known, and will call for one
quadruple expansion, ten triple expansion, thirty com-
pound and thirteen simple engines. Twenty-five thou-
sand horse-power will be required as follows: 13,000
for incandescent work; 4,200 for power generators for
motor work; 4,600 for arc lighting, and from 3,000 to
5,000 for line shafting in Machinerj- Hall. They are to
be arranged in blocks as follows:
K. P. Allis & Companj' will put in the quadruple expan-
sion of 2,000-horse-power; Eraser & Chalmers will make
the double triple expansion 1,000-horse-power machine;
500; Lane & Bodley, cross-compound and tandem com-
pound, each of 300; Bass cross-compound, 224-horse-
power; Atlas, tandem 500, and to close the list a Water-
town double tandem compound, 250-horse-power, two
Skinner, simple, of 150 each, two Westinghouse of 400,
three smaller of the same make and an A, W. McEwen
tandem compound condenser.
Besides these lists contracts have been made for addi-
tional power with the Harrisburg Foundry & Machine
Works, Golden State & Miners' Iron Works, B. W.
Payne & Son, Cooper, Roberts & Co., Skinner Engine
Company, Hamilton-Corliss Company, Providence Steam
Engine Company, Armington & Sims and with one for-
eign engine of English make.
The belting of the plant will be entered for exhibition.
Five 72-inch belts will be supplied by Page-Jewell, Chas.
A. Schieren & Company, of St. Louis, and Laden &
Fayerweather. More belting is yet to be contracted.
I (10
EXHIBITS TO DATE.
IN THE TRANSPORTATION BUILDINC.
THE Street railway exhibit at the World's Fair will
not be as extensive as many outside of the trade
maj' expect. To those who understand that those
manufacturers particularly and solely interested in street
railway supplies prefer to meet solely and particularly
street railway managers this will not be particularly' sur-
prising. "Your convention in Milwaukee," said Mr. W.
A. Smith, chief of the transportation department, " will
in a great measure curtail this exhibit in the Transporta-
tion Building. However, the following companies have
applied for and have been allotted space in our depart-
ment: Under the head of cars. Brill of Philadelphia,
Stephenson of New York, the Lamokin Company of
Chester, Pa., J. M. Jones' Sons of Troy, Brownell of
St. Louis, the Snider Combination Company of Chicago,
and Mehling of Cleveland, will exhibit. The Johnson
Company of Johnstown, Pa., the Duplex Street Railway
Track Company of New York, Wm. Wharton Jr. & Co.
of Philadelphia, and the Porter Tramway Switch Com-
pany of Cleveland, will make particular exhibits, all
except the Wharton Company being out of doors. The
truck men will be represented by the McGuire Manufac-
turing Company of Chicago, the Peckham Motor, Truck
and Wheel Company of Kingston, N. Y., the Taylor
Electric Truck Company of Troy, and the Steel Motor
Company of Cleveland. The Morton Car Heating Com-
pany will have a display, as will also the International
Register Co., the Reliable Manufacturing Co., and the
Standard Fireless (ammonia) Motor. G. W. Ludlow
will exhibit an elevated electric railway system, as will
J. L. Pope, W. D. Beach and Moser & Merckel. The
Coburn Trolley Track Company, J. I. Cody and J. N.
Volley, with other devices for traction, will be repre-
sented. Compressed air will be represented by the
Nesson Manufacturing Company, the Smith Pneumatic
Transfer and Storage Co., and the Jarvis Pneumatic
Railway Co., R. A. Park, and the Rand Drill Co. J. P.
Murray will show a car brake. The Otis Elevating
Railway Company will show photographs of their Kats-
kill Cable, illustrated by your magazine. Numerous
manufacturers will exhibit in connection with other ex-
hibits on the grounds; for instance, the American Car
Company will show to advantage on the Barre Sliding
railway, and Jackson & Sharp on the intramural. All
specialties, such as these mentioned, the Movable Side-
walk, and a host of other means of transportation, are
entered as exhibits although in working order. The
GrifKn; Cushion Car Wheel Company; Baltimore, and
other car wheels, fare registers, etc. The Standard Rail-
way Equipment Company, stoves, have accepted space."
THE ELECTRICAI, EXDIHITS,
superintended by John P. Barrett, chief of the depart-
ment, and Dr. J. W. Hornsby, his assistant, will include
many displays of interest to street railway men. The
building itself is well adapted to the display and conven-
iently' located north of the Administration and east of^the
Mining building. Electricity will have 243,000 square
feet of ground floor and 95,000 square feet in the gallery
devoted to its manufacturing and commercial interests.
It is pleasing to note that all so-called electric belts and
body-appliances have been denied room.
The building is well along towards completion, with
two booths nearly ready for the Bell Telephone and the
Western Union respectiveh'.
The electric traction exhibit is to be complete, although
the exact details of the installation cannot be given. The
list of exhibitors and plat of the building published in
several of the electrical journals is declared by Assistant
Chief Hornesby to be both inaccurate and insufficient.
The correct locations cannot be known until almost the
opening day.
The present list as corrected for the Street R.\ilway
Review by Mr. Hawley gives the following firms as
making applications: Detroit Electric Works; C. & C.
Motor Companj'; Sperry Electric Mining Machinery
Company; Eddy Electric Companj'; Schieren Belting
Company; Page Belting Company; the E. S. Greeley
Company; New York Insulated Wire Company; Akron
Electric Company; Washburn & Moen; American Stor-
age Battery Company; Brush Electric Company, and
Short Electric Railway' Company; General Electric;
Western Electric; Electrical Supply Company; A. C.
Mather, and a number of spaces marked "apparatus"
and "miscellaneous" will have their share of electrical
supplies. The foreign exhibits, under the heads of Italy
(two allotments) and Belgium (one space), have with-
drawn their exhibits from this building. The allotment
has been attended by many changes and readjustments,
with more to follovv', so that a complete, accurate and
official list will not be possible for some time yet.
KILLED IN MILWAUKEE.
THE coroner o£ Milwaukee states that during the
past year 234 deaths have been under his investi-
gation, of these 1615 were accidental. The rail-
roads caused 40 of these, 28 wtre drowned, burned, 11 ;
drowned in the cistern, 5; fell down and killed, 28;
scalded, 7 ; suffocated b}- coal gas, 5 ; killed by street
cars, 5. This needs no comment other than to call the
deadly trolley crank's attention to the fact that scalding,
falling down stairs, and drowning in cisterns is more fatal
than the " juggernaut."
The Brownell Car Company and its accelerator are
household words in several cities now. Milwaukee and
Detroit have large orders in, one to replace the big fire
loss and the other to equip their new lines. The new
management of the Atlantic Avenue Traction Company
has ordered 50 cars for their lines. Daily newspapers in
all the cities where the accelerator has been introduced
are heartily pleased with the new style. The Cincinnati,
Covington & Newport is one of the latest roads to intro-
duce the car to the general satisfaction of populace and
manager.
no
H. P. BRADFORD.
THE successor of H. Mitchell Litlell in the superin-
tendency of the Mt. Auburn Cable Line must needs
be a man of ripe judgment, full experience and
endless industry. To the end of finding in the field of
street railway work such a man. the "availables" were
carefully canvassed, and the man chosen was found at
Little Rock, Arkansas, in the person of H. P. Bradford,
whose features are represented in the engraving on this
page.
Mr. Bradford's present position is the logical result of
years of painstaking, intelligent work in various branches
of industry pertaining to street railway work and trans-
portation in general.
II. p. BRADFORD.
H. P. Bradford was born July 29, 1858, at Memphis, .
Tenn., and after a short tuition in the public schools
began active life as a messenger for the Western Union
Telegraph Company. Afterward he branched out as a
news a<rent and at the same time handled the team
delivery of coal for the Memphis Coal Supply. Later,
during the yellow fever epidemic of 1873, Mr. Bradford
was given the entire charge of the coal fleets and yards
of Halt & Lewis and Brown & Jones, two of the largest
dealers in the city. After two years in this capacity Mr.
Bradford went East in the steam railroad service, drifting
South again in the employ of the Missouri Pacific as local
freight and passenger agent at Little Rock. Resigning
this office in 1885 Mr. Bradford began his street railway
work by securing valuable franchises at Pine Bluffs,
Arkansas, 42 miles south of Little Rock. Here he built
and equipped a line 10 miles long, building and operat-
ing at the same time a steam freight elevator for loading
and unloading the river steamboats of the Mississippi.
He also bought and improved the freight and passenger
transfer lines at this place, filling in the gaps of time
when he had nothing else to do by taking railroad con-
tracts.
In 1890 the three lines at Little Rock, the City Elec-
tric Railway (steam), the Citizens' Street Railway (^horse)
and the Little Rock Street Railway (horse), found that
something must be done to consolidate, and H. P. Brad-
ford did the deed, combining all and electrif3-ing it under
the name of the Citj- Electric Street Railway Company.
Of this road he was made president and general manager,
from which office he resigned to take his present position.
Mr. Bradford's enterprise and sagacity well fit him for
a position in which a less capable man would feel ill at
ease.
SEQUEL TO THE. TOLEDO STRIKE.
LAST month we had occasion to mention the
criminal acts of the striking linemen at Toledo,
extending to both railway and telegraph lines.
Since the article was printed some further developments
have come to light.
It seems that while the strike was in progress and lines
being cut, the Union held a meeting and denounced the
persons who were committing the depredations, and
volunteered their services to detect the guilty parties.
When the companies took them at their word, and
endeavored to secure a committee to patrol the lines, the
strikers backed down. The companies, however, did not,
and were successful in detecting several of the guilty
parties. The case was laid before the grand jury, and
the evidence was so clear an indictment was found
against six men. Of these, five escaped service by leav-
ing the city, and the other pleaded guilty and was allowed
bv the court to go on payment of a fine of twenty-five
dollars. The lesson to the men should be a lasting one,
as they certainly are very fortunate in that the companies
seem willing to let the matter rest where it is. The
action of the Union plainlj- shows the wire-cutting was
not only known, but countenanced, if not actually ordered
by the strikers' association, and places that body in a
most undesirable position. The five strikers who ran
away must have had some good reason for doing so, and
their action admits of but one explanation. It is just such
experiences as these that compel managers of companies
to refuse to have anything to do with unions, which
"tote fair" just so long as matters happen to suit them,
and violate contracts and destroy property when the
notion pleases.
The Toledo, O., Electric Light Plant is to have
the largest belt in regular use as soon as the Schultz Belt-
ing Company can fill the order. It is to be 80 inches
wide and 100 feet long. The same company has orders
for another 72-inch belt from the St. Louis & Suburban
road.
J. P. Kempkk has returned from New Orleans to en-
gage in electric construction work in Chicago.
11]
CAUGHT ON THE RUSH TRIP.
American Street Railway Association.
O. F. LONGSTREET. Pbesidest. Denver, Col.
DR. A. EVERETT, First Vice-Pbesident, Clevelaml. O.
JOEL HURT, Second Vice-President, Atlanta, Ga.
W. WORTH BEAN, Third Vice-President, St. Joseph. Mii;li.
WM. J. RICHARD.SON, Secretary and Treastjbeb, Brooklyn, N. Y.
ExEOUTlvE Committee— The President, Vice-Presidents, and John G.
Holmes, Pittsburi;, Pa : J. D. Crimmins, New York City; Thos. Minart, Louis,
ville. Kv.; Jas. R. CHAPM4N, Grand Rapiils. Mich., and Benj. E. Charlton-
Hamilton, Ont. v
Next meeting. Exposition Baildinp, ^lilwaukee. third Wednesday in October.
Massachusetts Street Railway Association.
President, Charles B. Pratt, Saiem; Vice. presidents, H. M. Whitney, BosUm,
Amos F. Bbeed. Lynn, Frank S. Stevens; Secretary and Treasurer, J H. Eaton,
Lawrence.
Meets first Wednesday o£ each month.
Ohio State Tramway Association.
President A. E. Lanii, Toledo; Vice-president, W. J. Kelly, Colnmbus; Secretary
and Treasurer, J. B. Hanna, Cleveland; Chairman Executive Committee, W. A.
Lynch, Canton, O.
Meets at Cincinnati on the fourth Wednesday in September, 1893.
The Street Railway Association of the State of
New Jersey.
President, John H. Bonn. Hoboken; Vice-president, Thos. C. Bark, Newark,
Secretary and Treasurer, CuABLES Y. Bamford. Trenton; Executive Committee,
Officers and C. B Thi. rston, Jersey City; H. Romaine, Paterson; Lewis Per-
BlNE, Jr., Trenton.
The Street Railway Association of the State of
New York.
C, DENSMORE WY.MAN, President, New York.
D. B. HA8BR0CCK. First Vice-president, New York.
JAS. Ji.. POWERiS. Second Vice-presidest, Glen Falls.
W. J. RICHARDSON, Secretary and Treisueee, Brooklyn.
EXECITTIVE Committee.~D. F. Lewis, Brooklyn; John N. Beokley, Rochester.
J. W. McNamaka, Albany.
Th^ next meeting will be held nt Rochester, September 19, 1803.
Pennsylvania Street Railway Association.
JOHN A. COY'LE. I'kesident, Lancaster.
JOHN G. HOLMES. Vice president. Pittsburg.
H. R. RHODES. Second Vice-president, Williamsport.
L. B. REIFSNEIDER, Secbetahy, Altoona.
WM. U. LANIONS, Treasurer. York.
Next meeting. Harrisbnrg, September 6, 1893.
Alabama.
Mo.vTGo.MERV, .\L.\ —Montgomerv Terminal & Street Railunv will
equip with electricity. Bids for equipment called for.
Arizona.
PiioEN-ix, Arizona. —J. T. Dennis and F. L. Brill are piibhing the
survey of the Northern .\ddition Electric Railway.
Yuma, Ariz— Frank McMullen, of San Francisco, and Judge J. L.
VanDcrwerker have been granted a franchise here for an electric.
California.
Grass Vm.i.ev, Cau— Peter Tautphaus and others, of San Francisco,
liavc franchise from supervisors for line to Nevada City. Promoters
will put men at work soon.
Nai'A, Cal — Col J. W. Ilarlzell, manager of the .San Francisco*
San Mateo electric, is asking a franchis.; here.
f )AKI.A\i>, Cm. — The supervisors have granted the Consolidated
Piedmont, rights for caMle or electric on Piedmont avenue to Mountain
View Cemetery.
Oakland, Cal.— The Highland Park Street Railway Comp.my
.'dlowed to sub.'.titule eleclricily for horse power.
East Oakland asks for new streets.
Alameda, Oakland and Piedmont asl4 for new lines, electric.
Pacific Grove, Cal. — The Pacific Grove Monterey, & Del Monte
organized at $^50,000, by J. T. McCrosson, Win. H. Chapman, Geo. W.
Hopkins and M. W. Bell.
Santa Cruez, Cal. — Bonds have been issued by the Santa Cruez
Electric Railway, amounting to $280,000 and by the S. C. Electric
Light & Power Company of $200,000. The city bank is fiduciary
agent. These securities are considered good here.
San Jose, Cal. — Ordinance under way giving J, W. Morton, J. F.
Parkinson rights for cable, electricity or horse.
S.\NTA Rosa, Cal. — Organized; Union Street Railway Com
Santa Rosa, Sonoma County. Capital stock, f 50,000. Directors, B.
Spencer, H. G. Hahmann, G. E. Grosse, L. Burbank, B. Hettinger, J. S.
Taylor and C. F. Juilliard.
Canada
Hamilton, Ont. — The Street Railway will extend in spring. J. B .
Griffiths has gone to England to buy rail.
Toronto, Can. — A. W. Dingman, of the Toronto and Scarboro Elec-
tric Railway^ight & Power Company, asks rights to enter city via
tlie Don railway allowance.
Windsor, Ont. — W. Ryckman has bought the Sandwich, Windsor
& Amherst for 1155,000, closing up their option. Extensions will be
made in the spring.
Windsor, Ont. — The franchise on Oueiette avenue is bought by
J. S. Visger of Detroit, for $2,100.
Chicago.
Chicago. — Calumet Electric gave mortgages to tlie Jennings Trust
Company for $1,250,000. Loan made in 6 per cent gold bonds.
Chicago. — Incorporated: The Englewood & Chicago Street Railway
Company. The capital stock is $1,000,000. The incorporators and first
board of directors are James P. Mallette, David D. Chidester, George C.
Lazear, Wm. H. Comstock and F. W. Pringle, all of this city.
The West Chicago Railway Company has increased its stock from
$10,000,000 to $30,000,000. The North Chicago increased from five to
ten millions.
Colorado.
Brighton, Col. — Platte Valley Electric Railway Company has a
clear right of way. Hon. D. F. Carmichael is prime mover.
Brighton, Col. — Tlie electric from here to Den\'er is agitating the
public mind, and a general petition has gone before the County Com-
missioners of Arapahoe county asking rights for 20 years for such road.
Colorado Springs, Col — A twenty-five mile electric road, backed
by eastern capitalists, will be built to Cripple Creek. J. H. Jewett, of
Green Mountain Falls, Frank Earle, of Colorado Springs, and C. B.
Wilder, of Colorado City, are also interested.
OuRAV, Col.— The Mayfield Coal Mine, Toll Road & Electric Rail,
way Company is incorporated to operate in Ouray county; capital stock,
$100,000; incorporators, F. N. Mayfield, Wm. Hory, F. Hochull, A.
Humphrey and C. W. Haskins.
PuEULO, Col. — II. E. Chubbuck, of Omaha, is manager of the rail-
way, vice J. B. Downey. W. M. Martin is superintendent. A large
amount is to be used in betterments.
PiiKui.o, CoL. — H. IC. Cliubbuck, of Omaha, agent General Electric,
has brought several experienced electric railway men here, Geo. Martin,
of Chicago, and Wm. Martin, of Om;iha. Improvements are to be
made and extensions buill.
112
Connecticut.
Griswold, Conn. — A. A. Young, of Griswold, Windham county,
asks for electric riglits.
Florida.
Tampa, Fla. — President Atiern, of tlie Street Railway, says tlie
Westinghouse system is to be used, and tlie line to be operated March i.
Georgia.
Savannah, Ga. — The People's Electric Light & Power Company
gets control of the ten miles of electric road now operating and of three
miles now in construction. The Savannah Electric Company has sold
out for $125,000. The People's Company will expend about $200,000
in a ligliting plant, in addition to the power plant, new cars, extension of
road, etc. J. S. Collins is president of the company, W. J. Lindsay,
vice-president, and T. G. Reid, secretary and treasurer.
Illinois.
Alton, III,— The Alton Electric Street Railway Company, Alton ;
capital stock, $250000; incorporators, Manning Mayfield, Henry G.
McPike and John F. McGinnis.
Dundee, III. — Incorporated: The Dundee Rapid Transit Company,
Dundee; to operate a street railway; capital stock $50,000. Edgar C.
Hawley, G. Frank Oatman and William Fay.
Dundee, III. — The Dundee Rapid Transit Company will add 100
and i50-horse-power engines and two ico-horse-power generators to the
electric light plant for railway service. A three-rail system to be used.
William Fay, Elgin, is the authority.
East St. Louis, III. — The East St. Louis Belt Suburban Dummy
Electric Railroad; capital stock, $500,000. Incorporators, Louis Gross,
John W. Renshaw, James P. Slade, M. F. Geary, Henry Voss and
W. H. Bennett.
East St. Louis, III. — The East St. Louis Electric & Dummy
Company; capital stock, $500,000; incorporators, James P. Slade,
William H. Bennett, John P. Renshau, Michael F. Geary, Henry Voss
and Louis Gross; to construct an electric and connect the towns of
Madison, East Carondalet and other vill.ages in the vicinity.
El<;in, III. — The right-of-way of the Elgin, Aurora & Fox River
Electric is progressing finely.
Freeport, III. — Stockholders agree to ask Secretary W. G Barnes
to get bids on electric equipment for Freeport. Heavy backing prom-
ised for electricity.
Pekin, III. — W. L. Piettyman, of this city, and Mr. Demange, of
Bloomington, represent parties who desire to connect this place with
Peoria by an electric line \ia Hollis and Bartonville. Franchise pend-
ing.
PoNTiAC, III. — J. E. Monroe, R. M.John, et al., organize the Pontiac
Street Railway Company; $100,000 capital slock.
RocKFORD, III. — West End road is to be extended.
Indiana.
Brazil, Ind. — N. Bails, of Rockford, 111.,
begin work on a $50,000 plant.
and A. \'an Ginkle will
Ft. Waynk, Ind — ^J. W. Hayden and W. S. O'Rourke are getting,
capital for an electric line to New Haven, famecounty. Principals claim
that capital is coming in.
Hammond, Ind. — Wm. H. Fitzgerald, C. E. Loss, Chicago, et al., are
organized as the Hammond Electric & Street Railway Company to
acquire railway rights, and companies already organized at Hammond
and in the vicinity.
Indianapolis, Ind. — The Citizens' Street Railway will build a line
on Virginia avenue as soon as spring opens, also one on Indiana avenue.
Logansport, Ind. — Manager J. T. McNary and Architect Rhodes
are preparing plans for a power house, 38 by 165 ; new boilers, engines
and dynamos. This power is for intended extensions.
Marion, Ind. — The Marion Street Railway has been granted fran-
chise to Gas City, to be completed July 15. Probably the beginning of
a system of transferring lines for the entire gas field.
Marion, Ind.— Carroll and Brownlee are attorneys for the Marion
Street Railway Company, and Lou Wallace, Jr., of Indianapolis, and
Judge St John, of Marion, are attorneys for the Delafield Construction
Company, in the franchise fight.
JrlicHIGAN CiTY, Ind. — Lew Wallace, Jr., of New York, and Jas. S.
Devor, of Indianapolis, are here to push work on the Lake Cities
Electric,
Terra Haute, Ind. — I. T. Dyer, president Chicago, Grand City &
Terre Haute Railway Company, is in the city making arrangements for
the new road incorporated in Illinois. Incorporators are W. B. Bass, C.
I. Shomberg, A. S. McDonald, H. G. Leed, C. D. Hyndman, all of
Chicago. Road electric.
Iowa.
Cou.N'CiL Bluffs, Ia. — The Courtland Beach Association is granted
right to build a street railway and bridge over Cut-off Lake. W. D.
Lawrence, mayor, A J. Stephenson, city clerk.
Davenport, Ia. — Vice-president Lardner and Superintendent Schnit-
zer recommended $30,000 im.provements and extensions. It will probab-
ly be granted. D. H. Louderbeck, Chicago, president of the Davenport
lines.
Des Moines, Ia.— The City Railway will erect at once a $25,000
waiting room and depot.
Dubuque, Ia. — March i is the date set by Judge Shiras for selling the
Allen & .Swiney lines. Major D. C. Cram is appointed master of sale,
which will be at 10 a. m., at the court house. Curtis and Matley, Bos-
ton, are said to be likely purchasers, with a prospect of expending
$50,000 in new equipment and machinery.
Dubuque, Ia. — ^Judge Shiras has ordered the receiver to sell the Allen
& Swiney Electric Railway & Light Company. Liabilities, $400,000.
Sioux Citv, Ia. — A. M. Coffman, the local representative of the
Chicago syndicate, headed by J. Francis Lee, that recently purchased
the Riverside Park property and electric line here for $600,000, has pur-
chased the Sioux City & Leeds Electric Line, running from this city to
Leeds. It is thought he represents the Chicago syndicate in this mat-
ter. This would give the company twelve miles of electric line passing
through the center of the city. Coffman is now in Chicago.
Sioux City, Iowa. — Sioux City & Leeds Railway has been sold to J.
Francis Lee, of Chicago, who is supposed to represent the Canadian
Pacific.
Kansas.
Atchison, Kas — Dr. L. W. Challiss, president of the Atchison
Street Railway Company files deeds and mortgages to cover $135,060
indebtedness.
Topeka, Kas. — The Chicago, Topeka Light, Heat & Power Company
is to bi ild a new dam over the Kaw river. It will be for general power
business. J. B. Bartholemew represents the company. The Citizens'
Committee is P. S. Noel, J. B. McAfee, S. T. Howe, T. J. Kellam,
T. E. Bowman, et al.
Wichita, Kan. — The Wichita Electric Railway has been sold by the
sheriff under a mortgage of $300,000, and was bought in by the bond-
holders, capitalists of Boston and Keene and Nashua, N. H. There will
he a reorganization, but the management \\ ill remain in the same hands.
^gefc^to^<t<g,VU*>>
113
Kentucky.
Covington, Ky. — ^J. J. Shipherd, of Cleveland, says the companv
will spend $1,500,000 on the Covington.Newport road with 3,000 horse-
power at Newport.
Louisville, Kv. — Ben B. Gilniian, for a long time superintendent of
the Louisville Citv Railway, has accepted the superintendence of the
New Orleans Consolidation.
Louisiana.
Baton Rouge, La.— The council has granted additional streets to
the electric railway. Councilnien Powers, Weis and Stewart are com-
mittee on police fire alarms.
New Orleans, La.— Maurice J. Hart, for Judah Hart, has bought
the 50 years' extension of the Crescent City franchise for $25,000.
Maine.
Auburn. Me.— J. R. Learned, B. F. Biggs, H. Wesley Hutchins,
Ara Cushman and George G. Gifford are a committee to push the elec-
tric railway scheine between Mechanic Falls and Turner.
New Castle, Me. — The Pema-quid, Damariscotta & New Castle
Street Railway is incorporated by W. E. Lewis, W. S. Bromerd, W. S.
Fuller, Geo. W. Ellis, Eugene Sproul, Augustus Fossett, Arad Fossett,
H. M. Heath. O. A. Mill, H. H. Chambelain, F. H. Boynton, J. E.
Nichols, and W. F. Sawyer. Some of these presumably of Lewiston.
Capital, $300,000; horse or electricity.
Maryland.
Cumberland, Md.— The Lonaconing & Cumberland Railway and
Power Company incorporated at $250,000 The incorporators are Geo.
W. Clark and J. J. Bell, of Lonaconing, Jas. B. Stewart and Frank V.
L. Turner, of Washington, D. C, and Wm. Pearre, of Cumberland.
Road to connect Barton, Phoenix and Franklin.
Massachusetts.
Athol, Mass, — W. W. Kimball, president Fourth National Bank
Boston; N.J. Rust, president Lincoln National Bank, N. Sumner Myrick,
vice-president of the Middlesex Trust Company, file petition for franchise
for electric with stock at $100,000. Citizens not asked to subscribe.
Figures show that traffic to Orange is heavy enough to warrant the road.
It is said S. H. Barrett inay also apply for franchise. J. Granville Young,
Jr., manufacturer of Bents water crackers, is interested in the first named
franchise.
Boston, Mass. — Hon. E. P. Shaw andj. F. Shaw, his son, have
formed a partnership under the name J. F. Shaw & Co., to do business at
1026 Exchange Building, Boston, as dealers in street r. ilway securities,
stocks and bonds.
Gloucester, Mass. — The RocKport Street Railway Company is
organized by David S. Presson, A. R Hallowell, Gloucester; Henri N.
Woods, Summer D. York, Rockport; W. B. Ferguson, Maiden; Albert
D. Bosson, Chelsea; Edward P. Shaw, Newbury port, et al.
HoLvoKE, Mass. — The Springfield Street Railway Company has
elected officers and appointed a committee to consummate arrangements
for interurban extensions. The Springfield and Holyoke roads will then
consolidate.
MiLLBURY, Mass.— C. D. Morse has let contracts for building his
new car factory. There is $150,000 reported back of the enterprise.
Newton, Mass. — The Newton 4: Brighton Street Railway Company
will apply for charter. Capital, |ioo,ooo; length, 5 miles. The Welles-
ley & Boston road, $100,000, will unite with the above. The present
owners of the Newton Street Railway Company are at the back of the
chemc.
Newton, Mass — H. B. Parker, George W. Morse, Frederick Johnson
and others are the directors of a new electric road, to be built between
Wellesbury and the Brighton terminus of the West End.
New Bedford, Mass. — Citizens of the Bedford and Dartmouth have
signed articles of agreement to build a railway between these towns to
be called the New Bedford & Padanaram Railway. Capital, $60,000.
New Bedford. — The Union Street Railway Company will entirely
rebuild its lines in the spring.
New Bedford, Mass.— Abbott P. Smith, of this place, representing
J. O. Warden, of Boston, and A. E. Perry, of New Bedford, has petition
for the New Bedford and Fall River line before council ; guarantee con-
struction.
Northampton, Mass.— J. C. Hammond, of the horse railroad, files
petition for extension to Bay State, Leeds and other points. Outside
parties are trying to buy and electrify the road. The present company
will probably electrify.
Springfield, Mass.— G. Hodges and Wm. Damon, of Boston, have
had consultation with President Olmsted, with the result that the rail-
way will build its own power house in the spring. This work will
require 1500-horse-power steam plant and four dynamos. Track exten-
sions on several lines will be made.
Worcester, Mass. — The gigantic combination of all the city and
suburban roads including Marlboro, Spencer, Leicester, Grafton, Sutton,
Auburn, Webster, Rockdale and others, to the amount of twenty-six, asks
for forty-four miles of new right of way. The combination will be known
as the Central Massachusetts Traction Company. Marlboro, North-
bridge and Webster will be termini and power stations. Building will
begin early in the spring. Samuel Winslow, of the Worcester, Spencer
& Leicester; T. T. Robinson, of Dedham; W. B. Ferguson, of Maiden,
are interested.
Michigan.
Detroit, Mich. — The E. W. Cottrell franchise has been granted.
Detroit, Mich.— The Suburban Street Railway Company has aban-
doned its franchise on Gratiot avenue.
Detroit, Mich.— The Highland Park council gave a franchise to
J. W. Sincock and Charles Wright, of Detroit, any motive power and
iS months' limit to build and equip.
Grand Rapids, Mich.— F. W. Stephens is making survey of route
for the Percy T. Cook line. It is said E. Crofton Fox .and Chas. Fox
are with Cook in the deal.
Grand Rapids, Mich.- The Consolidated asks franchises on Fifth
avenue and other streets.
Mt. Clemens, Mich.— Mathew Slush, owner of the street 'railway
line, wants more streets for extension and equipment with electricity
Will probably be allowed.
Saginaw, Mich.— The Saginaw Street Railway intends expending
$100,000 in electric equipment in the early summer.
Minnesota.
DuLUTH, Minn.— Reported that the Phoenix Electric Company is to
buy out the Peoria Electric Company and Manufacture supplies.
Mississippi.
Natchez, Miss.— City council authorizes company to equip with
electricity. Address Natchez Street Railroad Company; Abe Moses,
secretary, Maurice Moses, president.
Missouri.
JoPLiN, Mo.— The Joplin Electric Railway & Motor Company con-
template extensive improvements in the spring.
Platte CrTY, Mo.— Henry A. Roster, A. D. Burnes, F. Burnes sign
bond to carry out conditions of franchise between Platte City and Tracy.
Six months' limit of time; double track. Town of Platte, Soo.
Kansas City, Mo.— The Metropolitan elected following directors:
C. F. Morse, Geo. F. Nettleton, Wallace Pratt and S. B. Armour, of
Kansas City, and Charles E. Cotling, N. H. Emmons and T. J. Coolidge,
Jr., of Boston, The new loop will in all probability be built.
114
St. Louis, Mo. — Incorporated : St. Louis & Kirkwood Rapid Transit
Company; capital stoclc, $10,000. Incorporators: Edward P.Dickson,
of Glendale, George M. Keeley, Henry Sylvester and George M.
Voeleker, of St. Louis.
St. Loui^, Mo. — Plans of the Baden-St. Louis line which has been
absorbed bv the Broadway system, are ready.
St. Louis, Mo — St. Louis & Kirkwood, Ed. P. Dickson, G. M.
iCeeley, H. Sylvester and George Voelker, incorporators, proposes to
accept its franchise and issue first mortgage bonds in sum of $200,000
to assist in buikiing this road.
St. Louis, Mo. — The Cas.^ Avenue Ai Fair Grounds Railway Com-
pany has taken out a permit for a $15,000 power-house 100x155 feet on
the east side of Prairie avenue, at North Market and Lincoln streets. R.
W. Morrison, contractor.
St. Louis, Mo. — ^^lolin Scuilin will prob.ibly build a new line to
Jefferson Barracks.
St. Louis, Mo. — Incorporated: Southern Electric Railway Com-
pany. The incorporators are Tom L. Johnson, of Cleveland, O., 9,970
shares of preferred stock and 4,885 shares of common stock; J. Clifford
Richardson, twenty-four preferred and twelve common; Edward S.
Lovejoy, two preferred and one common; Hugo Muench, two preferred
and one common. Attorney, Judge Luebke; stock, $1,500,000.
The Fourth street and Arsenal road asks extensions; single track.
The Missouri System asks extensions on Forest Park and Laclede
avenue and Fourth street.
The Lindel! asks for several franchises. One on Taylor avenue is the
longest.
Nebraska.
Omah.v, Neu. — Omaha Railway, Bridge & Terminal Companv pro-
pose a new electric in South Omaha, and have bought a tract of land
for f 300,000 for town lots.
New Hampshire.
Concord, N. H. — Adverse action of the legislature does not discourage
the Merrimac Valley electric promoters. The Messabeaic road asks
extensions and can probably supply the missing link of right of way.
Steam road'^ fight the scheme.
New Jersey.
AsBURY Park, N. J. — The Asbury Park i: Belmar Street Railwav
Company incorporated at $75,000 by Nelson E. Buchanon, Township
Collector John Hubbard, Assessor L. E. Watson, John Rockafeller,
treasurer of the Electric Light Company; Henry C. Winsor, president
of Asbury Park and Ocean Grove Bank; George Potts, a railroad con-
tractor, and Chas. McDermott, a real estate iigent of Belmar.
HonoKEN, N J.— The Passaic, Rutherford & Carlstadt Railway Com-
pany has been incorporated at :f 300,000; J. A. Morrissev, F. C. Van
Dyk, J. R. Lee, of Paterson ; J. V. Morrisse, of Passaic, and Raymond
C.Johnson and C. H. Russell, of Brooklyn, N. Y.,are the incorporators.
I.M connection with this road the Jersey City, Hoboken ii Rutherford
Electric Railway is incorporated at $300,000 to run 999 years, by Thos.
D. Jordan, Passaic, Chas. H. Russell and Chas. A. Johnson, of Brook-
lyn, W. N. Ince, F. K. Irving, O. H. Lohsen, et al., of Jersey Citv; C.
A. Currie, Brooklyn, H. P. Hyde and Louis Fitzgerald, both of New
York, are large holders.
Paterson, N. J.— John R. Lee, A. A. VanVoorhies, A. H. Post, et
al, this city, will build a line on Grand street as a loop for the Central
Electric Railway.
Woodbury, N. J.— The Woodbury Electric Railroad & Power Com-
pany organized. Capital, $150,000. W. H. Livermore, president; Dr.
H. H. Clark, secretary; Dr. McGeorge, treasurer.
Orange, N. J. — A. Z. Ma»on, of Boston, George Spottiswoode,
Charles A. Lindsley, F. W. Child, A. W. Kissam, James S. Holmes and
Stephen D. Day incorporate the Orange Valley Street Railroad to build
one mile electric to connect the Highland avenue depot of the Lacka-
wanna road with the Orange Mountain Cable. Capital, $10,000.
New York.
Brooklyn, N. Y. — The Lewis & Fowler Manufacturing Company
has elected for 1893, Albert H. Dollard, president; D. F. Lewis, treas-
urer; Geo. W. Myers, secretary.
Brooklyn, N. Y.— President Lewis says the Long Island Traction
Company, which has gained the Brooklyn City, is not the company
acquiring the Atlantic Avenue line. The new company guarantees 10 per
cent to owners of B. C. stock and will have to earn interest on
^42,000,000 stock. He says there is no change in the management.
Brooklyn, N. Y.— Organized: The Twenty -third Street Ferry &
Newton Railroad; six miles long; capital stock, $750,000; directors are
Moses May, John G. Jenkins, Peter Wyckoff, John J. Coonev, H. B.
Scharman, Theodore F Jackson, John E. Van Nostrand, Frank Jenkins,
and Marshall S. Driggs.
Buffalo, N. Y — The Buffalo di: Tonawanda Electric Railway organ-
ized at $100,000. The directors for the first year are Frederick Swift
and Wrendell Goodwin, New York; G. H. Wirth, Brooklyn; W. P.
Whitlock, Elizabeth, N. J.; L. P. Mey, New York; Francis Gilbert,
East Orange, N. J.; the Hon. W. Caryl Ely and Frank A. Dudley
Niagara Falls, and Charles A. Leh, New York. The road is heavily
backed and will be twenty-eight miles long.
Buffalo, N. Y. — Chairman Louis. F. \V. Arend and Secretary L. L.
Grove have filed a certificate of an increase to $75,000 in capital stock of
the Buffalo & Williamsville Electric Railway Company.
Peekskill, N. Y. — The Peekskill Surface Railroad Company ask for
eletric rights. The franchise has been granted for horse line.
Schenectady, N. Y. — The Schneclady Street Railway Company has
applied for extension rights.
Stillwater, N. Y. — The Stillwater i; Mechanicsville horse railway
are seeking authority to change to electricity with hopes to have line
completed May 1st.
Syracuse, N. Y. — W. R. Kimball, of Cincinnati, and W. P. Gannon,
of Syracuse, are new directors of the Syndicate lines. No changes in
direct management will be made at present.
Waverlv, N. Y. — The Susquehanna Valley Traction Companv lias
been organized at $20,000, to build in Tioga county. The directors are
Almet N. Broadhead, Chas. McDow, Sheldon B. Broadhead, William
Broadhead, Orisino E. Jones, Jamestown ; F. M. Stephens, Savre; W. L
Watrous, and Michael Quiglcy, Waverly.
Ohio.
Akron, O — H. A. Robinson, H.J. Stambaugh, Cyrus Bailey, E. M.
Buel and Alfred Akers are incorporated to huiltl an electric line 27 miles
long from Barberton to Ravenna.
Akron, O — The Peoples' Electric Company, H. A. Robinson, H.J.
Stambaugh, Cyrus Bailey, E. M. Buel, et al., at $25,000, have taken steps
to locate and equip their power houses and lines.
Canton, Ohio. — The Canton-Massillion electric railway is about to
build lines to Louisville, Navarre, New Berlin and Osnaburg, and rep-
resentatives of the company are soliciting {'or right of way. The Can-
ton-Massillion line has succeeded beyond expectation, and this leads to
the contemplated extensions.
Cincinnati, O. — Ths new Fairmont road has opened for business.
John H. Kilgour, president.
Columbus, O. — The Columbus A: Harrisburg Electric Railway has
been incorporated by J. M. Briggs, A. G. Grant, G. D. Martin, J, S.
Young, J. H. Chenoweth, Levi Hite and G. M Stark; capital, $1,500;
light and power.
Hubbard, O. — An electric street railroad from Hubbard to Youngs-
town would be a good paying piece of property. Capitalists who have
money to invest should investigate.
Dayton, Ohio.— Judge Dwyer and O. B. Brown, et al., are working
up a new line for tliis city and suburbs.
Kent, O— W. H. Davis, M. G. Garrison, N. J. A. Minnich, C. L.
Howard, E. E. France and F. L. Allen ask for right for an electric Belt
Line.
Toledo, O.— The Robinson lines will institute light, heat and power
renting on a considerable scale.
Troy, O.— E. II. McKnight, a Troy man, has been given the fran-
c.iise here.
Oregon.
Salem, Ore.— Salem Consolidated, articles of incorporation filed by
G. B. Markle, S. Z. Michell and E. P. McCornac, at $500,000. The
new organization does not take in the Salem Motor Company. Five
new branches are contemplated and the company is a solid one.
Portland, Ore.— Business men on First street are subscribing money
to buy the horse line there in order to electrify it. Chas. Hegele, Day-
ton & Hall, Oregon Furniture Company, et al., are signers of the agree-
ments.
Portland, Ore. — The Portland & Vancouver railway is to be elec-
trified within six months. The company is seeking to secure a franchise
for a double track on Union avenue to Hawthorne avenue. The cars
have been ordered.
Pennsylvania.
Allentown, Pa. — AUentown & Bethlehem road votes increase of
debt to $700,000 and stock to $1,400,000.
Ashland, Pa.— Organized: Ashland, Locust Dale & Centralia Elec-
tric Railroad. Oflicers, Joshua F. Bailey, Philadelphia, president; direc-
tors, C. E. Winters, Springfield, J. H. Cofrode, F. E. Bailey, both of
Philadelphia.
Bedford, Pa. — Congressman John B. Robinson, of Media; Congress-
man W. A. Stone, Senator John Neeb and James B. Oliver, of Pittburg,
S. R. Longnecker, Geo. M. Harris and John S. Wells, of Bedford, have
gained their franchise here after hard fight. Road two and one-half
miles long.
Doylestovvn, Pa.— John Scliwartz, of Perkasie, A. T. Meyers, of
Bloomington, John Yardsley, of Doylestown, et al, are inspecting elec-
tric roads with a view of using electricity on the proposed road from
Perkasie to Doylestown.
Harrisburg, Pa. — The' Lancaster Si Middletown Electric Railway
incorporated by Luther S. Bent, J. Q. Denny, John A. Cayl?, et al.
Capital stock, $500,000.
Jenkintown, Pa. — Organized: The Jenkintown Electric Railway
Company; capital, $150,000; by Seth W. Wilson, John W. Henderson
William 9. Watson, Joseph W. Tilton and Oscar H. Weidman.
Lancaster, Pa. — An electric is chartered to build to Reading, thirty
miles, passing through Oregon, Farmersville and other towns. Capital,
$600,000; John A. Coyle, this city, is a leading promoter.
Lancaster, Pa — Chartered, the Lancaster & Marietta Street Rail-
way, capital, $90,000,
Lancaster,' Pa. — Lancaster & Philadelphia incorporated at
$1,500,000. Ex-Senator J. D. Pallerson, of MifBintown, projector.
Lancaster, Pa. — Chartered; The Lancaster & Terre Hill Street
Railway Company, the line of which will run from Lancaster to the
villages of Oregon, Brownstown, Farmersville and Martindale. Capi-
tal, $200,000.
Luzerne, Pa. — Organized: The Luzerne & Carbon Electric; capi-
talized at $50,000. John F. Finney, president; O. A. Kcim, secretary ;
S. W. Yost, treasurer; John Grant, R. J. Yost and H. C. Boyer, incor-
porators. Capital to build the road has already been assured.
115
Mahanoy City, Pa. — Chartered: Lakindi Street Railway Company,
of Mahanoy City ; capital, $50,000.
Lancaster, Pa.— John A. Coyle has incorporated the Lancaster &
Manheim Railway at $250,000.
Marietta, Pa. — The Marietta and May town ordinance will be passed,
out the company must run cars in three months. Hon. William B.
Givin attorney for the company.
NoRRisTowN, Pa. — The Royersford town council has been asked
for electric light and railway rights by L. K. Perot, of the Schuylkill
Valley Electric Company. The Phoenixville council has granted light
privileges and has railway rights under consideration.
Northu.mberland, Pa.— Granted charter, the Northumberland &
AUentown Street Railway ; capital, $180,000.
Olvphant, Pa. — The Olyphant & Wiaton Traction Company has
been chartered to build a line six miles long. The directors are Joseph
A. Dolphin, Olyphant; Julius Moses, Carbondale; Thos. Grier, Dickson
City; John N. Lillibridge, Blakley, and Richard J. Gallagher, Olyphant.
Capital, 136,000.
Philadelphia, Pa. — The West Girard Avenue Passenger Railway
Company, of Philadelphia, capital $24,000, and the Erie Avenue Railway
Company, Philadelphia, capital $52,000, has been granted charters at the
State Department.
Philadelphia, Pa.— The Fifth & Sixth Streets Passenger Railway
Company applies for trolley rights to Frankfort, throwing the dummy
line out.
Pittsburg, Pa.— The Highland Park & Morningside Railway Com-
pany has been given right of waj' by select council.
Pittsburg, Pa. — The Charleroi, Monongahela City and West
Brownsville Electric Company organized at $700,000. The road will
be partly new lines and partly consolidation, and will be 5S miles long.
Local capitalists are in the deal and Jesse Y. Ruggles, of West Virginia
Reading, Pa.— An electric road will be built from Terre Hill to
Mohnsville. Supposed to be controlled by the Reading & Southwestern
Railroad in the hands of Philadelphia men. Capital $600,000.
Reading, Pa.— Mayor Merritt has signed the franchise giving per-
mission for the Reading City Passenger Railway to operate 20 miles of
trolley. Change will cost $400,000.
Scranton, Pa.— Chartered : The Scranton Rapid Transit Company;
capital, $60,000, and directors, P. J. Horan, A. Frothingham, M. J.
Wightman, A. L. Johnson, and E. G. Wightman.
Scranton, Pa. — The Traction Company has purchased for $15,000
the "Boulevard," the principal driveway to Carbondale, and will build an
electric thereon.
We.stchester, Pa. — The trolley ordinance which has been pending
two years has been passed.
Woodbury, Pa.— The Woodbury & Camden Electric is organized.
The capital stock has been placed at $150,000, part of which has been
subscribed, and the oflncers are W, H. Livermore, president; Dr. H. H.
Clark, secretary; Dr. Wallace McGeorge, treasurer, and James Sickler,
solicitor.
Tennessee.
Chattanooga, Tknn. — Herbert C. Ilulse and President Divine, of
the street railway, plan a short line to the National Cemetery ; an S20-
foot bridge is contemplated and the road runs to Highland Park.
Texas.
Dallas, Te.\.— Franchise given to A. W. Childress and associates to
construct, operate and maintain an electric street railway. About 15
miles of street railw,ay will be built before July i. The Thomson-
Houston are said to be people behind the enterprise.
116
San Antonio, Tex. — The Alamo Railway has been granted parallel
rights with the San Antonio line.
THE CARS WERE 'TENDING A FUNERAL.
Tyler, Tex. — The road here has voted to put in electricity and has
the capital back of it to do so.
San Antonio, Tex. — Council has granted four new routes to the
Alamo Electric.
Tyler, Tex. — Major J. P. Douglass is in Kansas City making
arrangements for the electric road. Council votes to buy for 50 addi-
tional street lights.
Waco, Tex.— Bill granting Waco Water Power & Electric Company
is before legislature. James I. More is interested.
Utah.
Salt Lake City, Utah. — The S. L. City Railway has authorized
an issue of bonds not exceeding ^1,500,000, of which $650,000 are to be
issued immediately. Trust deed to N. Y. Guaranty & Indemnity
Association and Rollins & Sons, New York, will place the bonds.
Vermont.
Bellows Falls, Vt. — The charter of the contemplated electric rail-
way between Bellows Falls and Saxtons River has been disposed of to
Boston capitalists, they guaranteeing that the road shall be built within
two years.
Brattleboro, Vt. — New road organizes: S. H. Herrick, president;
E. C. Crosbey, vice; S, H. Barrett, 1S2 No, Main street, Springlield,
Mass., secretary.
Burllnqtox, Vt. — ^Jos. A. Powers, of JLansenburg, N. Y., has bought
controlling interest in the Winooski & Burlington Horse Railway and
will equip with electricity. Possibility of water power.
Washington.
OLVMrniA, Wash. — The North West General Electric has contract
for the West Side Railway Company's new line. Extensions are con-
templated.
Seattle, Wash. — The Consolidated elects an entirely new board,
with exception of V. Hugo Smith, who remains. New officers are;
President, F. T. Blunck; vice-president, Jacob Furth; secretary, V. Hugo
Smith; treasurer, R. R. Spencer; auditor, A. Dunn ; general superinten-
dent, C. S. Clark. The office of genera! manager has been abolished.
Mr. Blunck, the new president, is a wealthy capitalist of Davenport, la.,
and the largest individual stockholder in the company.
Spokane, Wash. — A. A. Newberry is in the East to place $250,000
in bonds for the Courd'Alene Electric.
Spokane, Wash. — The Liberty Park Electric, and John I. Booge, a
real estate man, are to make a new settlement. The syndicate is wealthy,
and the railway will be a tive-mile line of the best construction.
Tacoma, Wash.— E. E. B^ir, P. Metzler and S B. Feder have incor-
porated the Ocosta, Westport, North Cove & Toke Point Railway and
Motor Company. Ihey say the subsidy of $50,000 will be soon
granted and work begun. Steam motors at first to be used and tlien
electricity.
Wisconsin.
Beloit, Wis. — C. H. Morse, Chicago, has bought out the Williams
Engine and Eclipse Clutch Works of M. H. Wheeler.
Fond DU Lac, Wis. — Incorporated: Fond du Lac Light, Power &
Railway Company; capital stock, $100,000.
Janesville, Wis.— Geo. W. Blabou, of Philadelphia, has bought the
railway. W. R. Proudfoot remains as superintendent. Guard wires
and iron poles to be bought; also additional cars.
Sparta, Wis.— J. B. Canterbury, of LaCrosse, asks franchise here.
Superior, Wis.— Organized: The Belt Line Electric Company, of
Superior, capital $600,000; incorporators, R. C. Pope, G. R. Smith and
W. B. Perry.
THERE'S a town in California that has a street car
line with three cars. The transportation facilities
are rather limited and the sad-eyed mules are a
little slow. A stranger alighting from a railroad train one
day waited in grim silence for the vehicle, the advent of
which seemed assured by the well scoured tracks. After
a while he turned to a native and said:— r
''Where's the cars in this bloody town?"
"Yez'il get no car thti da}^" saidthe native.
"Why ain't they running?"
"Faith they'll be running, but the're all at th' funeral,
yez see, sor, the line runs to the cimitery and the mourn-
ers like 'em because they is more hand}' than kerriges."
In this same happy town the president of the road
takes one of the cars while the men eat their dinner.
The vice-president of the Eighth avenue railway com-
pany of New York city, denies the rumor of consolida-
tion with the Metropolitan traction company.
Among the half-dozen cities in the United States that
claim the first electric car is Hornellsvilie, N. Y. Their
claim is that Dr. J. H. Lillie, of that place, ran an electric
traction motor on a twelve-foot track as early as 1846
In iS5othe doctor patented his car and constructed one
for P. T. Barnum.
Abraham Lincoln
When leaving his home at Springfield, 111., to be inaugurated President
of the United States, tnade a farewell address to his old friends and
neighbors, in which he said, "neighbors give your boys a chance."
These words come with as much force to day as they did thirty years
ago.
How give them this chance.'
Up in the Northwest is a great empire waiting for young, and sturdy
fellows to come and develope it and "grow up with the country." All
over thi^; land are the young fellows, the boys that Lincoln referred to
seeking to better their condition and get on in life.
Here is their chance!
The country referred to lies along the Northern Pacific R. R. Here
vou can find almost anything you want. In Minnesota and in the Red
River Valley of North Dakota, the finest of prairie lands fitted for wheat
and grain, or as well as for diversified farming. In Western North
Dakota, and Montana, are stock ranges limitless in extent, clotted with
the most nulrious of grasses.
If a fruit farming region is wanted there is the whole State of Wash-
ington to select from.
As for scenic delights the Northern Pacific Railroad passes through
a country unparalleled. In crossing the Rocky, Bitter Root, and Cascade
Mountains, the greatest mountain scenery to be seen in the United
States from car windows is to be found. The wonderful bad lands,
wonderful in graceful form and glowing color, are a poem. Lakes
Pend d'Oreille and Ca?ur d'AIene, are alone worth a trans-continental
trip, while they are the fisherman's Ultima Thule. The ride along
Clark's Fork of the Columbia River is a daylight dream. To cap the
climax this U the only way to. reach the far-famed Yellowstone Park.
To reach and see all this the Northern Pacific Railroad furnish trains
and service of unsurpassed excellence. The most approved and com-
fortable Palace Sleeping cars; the best Dining cars that can be made;
Pullman Tourist cars good for both first and second class passengers;
easy riding Day Coaches, with Baggage, Express, and Postal cars, all
drawn by powerful Baldwin locomotives, make a train fit for royalty itself.
Those seeking for new homes should take this train and go and spy
out the land. To be prepared, write to
Chas. S. Fee,
G. P. & T. A.
St Paul, Minn.
11T
AN ARGUMENT IN FAVOR OF GROUND PLATES AS AGAINST A CONTINUOUS
COPPER-, RETURN.
BY J. F.
AVERY unusual and singular occurrence took
place on an extensive electric railway system in
the northwest last month during a spell of
unusually cold weather, which has attracted con-
siderable attention in the electrical field.
The question of the proper method of bonding the
rails of an electric railway, or otherwise providing a
"return circuit," seems from current practice to admit of
a great diversity of opinion, but latterly this part of elec-
tric railway construction has been given more attention,
with a view to providing a "return circuit," more consist-
ent with the known laws of electricity and economical
operation of the system.
The unusual occurrences on the road referred to bear
so directly upon this subject as to present a very favorable
illustrative argument for a method of providing a "return
circuit," such as is described hereafter. The essential feat-
ures of the various occurrences which happened on this
road were as follows:
In the middle of the day, while apparently everything
was operating to the best of satisfaction, suddenly every
car throughout the system stopped, and horses in various
localities about the city, coming in contact with the rails,
were knocked down from the shock received, and the
main ampere meter in the station registered no current,
although all the dynamos were in operation.
The first thing that was done to try to remedy the
trouble after ascertaining that all fuses, switches, dynamo
connections, etc., etc., were in proper condition, was to
run from the negative line bar in the station a cable into
an adjacent river bed, thus providing an excellent ground
for the dynamos. But this did not obviate the difficulty ;
the ampere meters still registered no current, and cars
refused to move; this proved conclusively that it was not
lack of dynamo grounds that caused the trouble.
Attention was next directed to the track feeders, which
were buried in the ground and connected the track with
the negative sides of the dynamos. They, upon inspec-
tion, were found with their soldered connections melted.
the wire itself very hot and burned for a length of two
feet. A new cable was immediately provided in place of
the burned one, and the road then started up in as good
order as before.
That the earth was in a condition offering great resist-
ance to the flow of electricity through its surface, either
on account of its being in a dry frozen condition or for
.some other peculiar local condition, or that the rails
themselves were practically insulated from the earth,
which, when it is considered that ice is a very good
insulator, it can easily be imagined possible to occur in
cold weather, is very evident from the fact that the sol-
dered connections in the track feeders were melted.
This melting of the connections would only have
occurred by reason of excessive current passing through
them, which being the fact, occurred because the rails
alone were conducting approximately the entire amount
of current necessary to operate the system back to the
station. This could only occur when the earth was in a
condition offering great resistance, as compared with the
rails, or when the rails were insulated from the earth, for
usually under normal conditions the "return circuit"
offered by the rails is gieatly supplemented by the earth
itself.
On account of the exceedingly low resistance of damp
earth as an electric conductor, it being in fact infinitesimal,
and as electricity in flowing back to the dynamos chooses
the path of least resistance, and as the return circuit pre-
sented by the rails is of enormous resistance as compared
with the earth, the greater part of the current chooses the
earth as a means of returning to the station in preference to
the rails, as offering infinitely less resistance. Thus with
most of the current returning through the earth and very
little through the rails, and as the only current that con-
cerns the track feeder is that returning through rails
alone, if this wire is of moderate size under ordinary con-
ditions the current returning through it is not sufficient to
heat it, much less to melt its connections.
Now if the rails through abnormal conditions become
insulated, or partially so, from the earth, or the surface of
the; ground which is in immediate contact with the rails
is in a condition offering great resistance to the flow of
electricity, there is then no means by which it can reach
moist earth, and the entire current will then be compelled
to return through the rails, as offering the only available
path, in which case the track feeders will have an amount
of current to carry far in excess of normal, the wires will
heat, due to the excessive current, and the soldered con-
nections melt.
How it was possible for the rails to be thus practically
insulated from the earth it is not the purpose to discuss
in this paper, but that such was the case is conclusively
proven from results that could not have occurred other-
wise.
When these track feeders melted, then even this path
for the return was shut off, there then being no metallic
connection between the rails and dynamos, and as the
rails, as is shown, must have been practically insulated
from the earth, there is then no place for the current to
flow to or dissipate itself, and the rails immediately
become a charged conductor at the same, or practically
the same, potential as the trolley wire. In fact, the rails
under these conditions are made part of the trolley wire.
The fact that horses standing partly on the rails and
partly on the ground were knocked down from the shock
received, proves that a difference of potential existed
between the rails and the ground, and the same result
occurs when the circuit is completed through the body of
a horse or other animal between a broken trolley wire
and the ground.
In the case of the horses being knocked down by
118
coming in contact with the rails, their respective bodies
formed the connecting link between the rails and the
earth, which rails were heavily charged. Now if there
had been some sort of conductor provided between the
rails and the moist earth to which the current could have
been conducted and thus drained off the charge held on
the rails, this difference of potential would not have
existed, and such accidents could not have occurred.
Ordinarily the earth itself is this conductor, but when it
is in a state offering great resistance, when it is very dry,
for instance, it fails to perform its functions as a conduc-
tor. Thus it becomes necessary to provide an artificial
one, such as a copper wire.
The effect upon the horses, showing that no difference
of potential existed between the trolley wire and the rails
e.xplains why the cars refused to move.
In order to operate a motor it is essential to have a flow
of electricity, and as electricity always flows from a
higher to a lower potential, it becomes necessary to
create this difference of potential, which is the function
of the dynamo, in order to gain a flow; but if the element
of difference of potential is lacking between the trolley
wire and rails it is very obvious why the motors refused
to operate.
From the above facts the following conclusions are
logically deduced, which shut down the road and
occasioned accidents: (i) The rails were insulated or
partially so from the earth, (2) which prevented a flow of
electricity from the rails to the earth; (3) thus the rails
and trolley wire were at practically the same potential,
being connected together through the motors, etc.
If it is imagined that the trolley wire and rails consti-
tute a continuous pipe, that the dynamo is a centrifugal
pump, pumping water into this pipe, it is very evident
that if the end of this pipe is closed so that no water can
flow therefrom, the pipe will soon become filled and
there will be no flow of water. This is the exact state
of conditions that existed in the case at hand. If, on the
other hand, holes be drilled at frequent intervals along
the length of this pipe, water would escape, and a flow
in the pipe be induced by this means. The holes in this
case are analogous to connecting the rails at frequent
inter\als to the moist earth beneath the frost line, by
means of a copper wire. Thus a flow of current is
always an absolute certainty; no condition could arise,
such as in the case cited, that could prevent.
The facts of this case being thus brought to view, pre-
sent in themselves a strong argument in fa\or of provid-
ing suitable grounds along the line of an electric railway,
by connecting the rails at frequent intervals to the moist
earth beneath the frost line. Besides preventing such
mishaps occuiing as shutting down an entire railway sys-
tem, it would furthermore prove a valuable adjunct "in the
economical operaliin of a railway, for it would very
materially decrease the total resistance of the circuit. In
this manner dry earth is a very poor conductor. The
e.irlh in actual contact with the rails is dry during the
greater part of the year, particularly in summer; thas the
path offered by the dry earth for the current to find its
way to the moist earth underneath is one of considerable
resistance. Now if copper wires are connected between
the rails and the moist earth an easy path of very little
resistance is immediately provided, and as it is desirable
to have as much current return through the moist earth
as possible, as being a medium offering the least resist,
ance, infinitely less than the rails, the advantages of this
method of construction are very apparent.
These grounds should be provided at least every tenth
of a mile, or as much oftener as circumstances will admit.
The wire should be as large as No. o B. & S., and con-
nected to both rails if a single track, and to all four rails
if a double track road.
If without these track grounds there is any advantage
in running a copper return wire the whole length of^a
railway, a method of construction the economy of which
is verj- much to be doubted, with these track grounds it
is only a useless expense, for in providing a conductor of
no resistance for "the return," as is the case in using the
moist earth, why supplement this by another one of
infinitely greater resistance, as would be the case in a
copper return wire.? Another difficulty overcome by pro-
viding these track grounds is the complaints made by
telephone companies, where they themselves use the
ground as a return, that at certain periods adjacent elec-
tric railways cause all their annuciators to drop in the
central office. This is due to the railway not having
efficient track grounds, in which case the current
seeking to "return" through the dry surface of the
earth, runs across a grounded telephone wire. This offer-
ing a path of less resistance than the dry earth, it
immediately chooses this wire upon which to return.
Thus passing through the telephone central office, it
drops all their annuciators, as can be shown to be the
case. This fault can be ob\'iated by providing efficient
track grounds in manner as abo\e described.
A LARGE FLAT CAR.
TO enable the shipment of more than one street car
on a flat, the American Car Company, St. Louis,
have had built a number of extra long flats.
These cars are 60 feet long, with 20-inch sill stiffened by
eight I '/^-inch tru.ss rods.
ri.AT CAK I'OK Sllll'PlNI,; STRKET (JSiRS,
110
ECHOES FROM THE TRADE.
The traffic of the Central Electric line, at Baltimore,
has increased So per cent since the advent of the trolley.
The Esmond Street Rah. Company, io6 Broadway,
New York, will supply considerable of rail for use in
Chicago.
The American Car Company, St. Louis, has orders
at present for 500 cars, and is rushing things at full
capacity.
J. A. Trimble, of New York, furnished the storage
battery cars for the Metropolitan Company, of Washing-
ton, D. C.
The Mark Railway Equipment Company, oi
Cleveland, with Mr. Mark as manager, are successors to
Mark & Sterling.
Robert Spencer and Carter H. Fitz-Hugh will
represent the Baldwin Locomotive at 1013 Monadnock
Block, Chicago.
The Bates M.\chine Company, Joliet, Illinois, still
continues to pay special attention to the power wants of
street railway plants.
The Ohio Construction Company is now ready for
business at 54 Franklin street, Cleveland, with H. L.
Browning at the head.
The Northern Car Company, of Minneapolis, will
reorganize and buUd a new plant in the spring. Minne-
apolis capital is interested.
Fremont Williams has opened an office at 153
Times building. New York, as consulting electrician and
street railway insurance expert.
The Electric Railw.\y Switch Comp.vny, of Port-
land, Maine, will manufacture and handle all kinds of
electrical and mechanical devices.
The New England Engineering Comp.vny is the
successor to the Electric Railway Engineering Company.
Address still 180 Summer street, Boston.
The Ellis Car Company, of Amesbury, Mass., has
a large stock ready for delivery, and also a number of
bodies that can be made up to order to suit customers.
The Stirling water tube boilers will be installed to
the amount of 400-horse -power for the Bay City Rail-
way, and 600-horse-power for the Toledo Consolidated.
Dewey Electric Heaters are used on 98 street
railroads in the United Stales. A Canadian branch com-
pany will be established soon, with W. H. Harvey as
manager.
The Purity Oil Filter Manuf.\ctui<ing Company
have been exceptionally prosperous during the last two
months, the number of orders booked being something
enormous.
Taylor, Goodhue & Ames, of Monadnock Building,
this city, are doing so good a business, especiallj' with
the Burton heater, that an enlargement of quarters is con-
templated.
The Car Truck Supply Comp.\ny, Chicago, has
made a fine record in the street railway field, and the
Schuttler Track Drill keeps up its reputation as a time
and labor saver.
The Kuhlman Company, of Cleveland, are success-
fully introducing a new car, which is said to be free from
the old mistakes in car building handed down from for-
mer generations.
The Eddy Electric Motor Company, Windsor
Conn., is doing good business with their generators, the
records of which on various roads make their best
recommendation.
Benj.\min Norton, the new president of the Brooklyn
Traction Company, has taken to the service of his new
connection, Henry R. Newkirk, formerly superintendent
of the Long Island railroad.
B. W. P.\YNE & Sons, makers of Corliss and high
speed engines, at 41 Dey street. New York, will install
two 200-horse-power high speed Corliss engines for the
Kingston, N. Y., electric railway.
Genett An< Brake Company is working day and
night to keep up with their orders and the cry is, "Still
they come." The brake has a fine record for positive
action and is almost indestructible.
The Lewis & Fowler Manuf.\cturing Company, of
Brooklyn, have been purchasing additional land on which
to place their factories, and hope to be able to keep up
with orders in spite of great increase.
Ralston & Henry, street railway contractors and
dealers in new and second hand machinery, at Philadel-
phia, are having a great call for their " Dynamo " waste,
which is made especially for electrical work.
Bates Machine Company, Joliet, 111., has appointed
W. L. Lee & Co., 275 South Canal street as their
Chicago agent. Mr. Lee is a competent and genial man,
and the company has made no mistake in the choice.
The Chicago Metropolitan Elevated has secured
practically all of its right-of-waj' between Ashland and
Western avenues. Between Halsted street and Ashland
avenue about one-third is secured. About one-half
between Western avenue and Forty-eighth street has
been condemned and the balance is on trial now.
120
The Graham Manufacturing Company is the suc-
cessor of the Consolidated Railway Supply Company
in the building of the well-known Graham trucks. The
new company has a good article and will push its sale.
The Terra Haute Car & Manufacturing Com-
pany contribute to our collection a strikingly attractive
multi-colored calendar, in which their Barr contracting
chilled wheels is shown, and illustrating its many advan-
tages.
The Brunswick Steel Tired Wheels made by
Page, Newell & Company, of Boston, have been tried
with satisfaction on a number of the trunk lines of the
country. The company now make a wheel especially for
electric cars.
■ The Abendroth & Root Manufacturing Com-
pany, 28 Cliff street. New York, will furnish that city
with Root Improved Water Tube Steam Boilers and Root
Spiral Riveted Pipe, for the aquarium at Castle Garden,
Battery Park.
The Lvnn & Boston Electric, when they receive
the expected permission of the Beverly authorities, will
carry a passenger from Scolley square, Boston, to
Hamilton camp ground, a distance of twenty-seven miles,
without change.
McGuire trucks are in such demand in Canada that
it has been resolved by the manufacturing company to
establish a branch factory at St. Catharines, Ontario. A
recent order of fifty trucks came McGuire-ward from
the new Niagara electric.
J. C. Welles," secretary and treasurer of the LaFay-
ette, Ind., Electric Railway Company, has resigned to
take a position with a Chicago railway supply house.
We extend our sympathy to LaFaj'ette and our congrat-
ulations to the supply house.
The E. H. Sedgwick Manukacturinc; Company
of Poughkeepsie, have purchased the business of the S
Wilke Manufacturing Company, 113-123 Clinton street
Chicago. The new company will enlarge and push the
sale of steam generators and heaters.
The Detroit Electrical Works will invite the
attention of World's Fair visitors to the electrical equip-
ment of the Calumet electric railways' new station at
Burnside. The electrical features will be very fine. Eight
loo-kilowatt dynamos will be installed.
Washburn & Moen have had such an enormous in-
crease in the business of making wires for electrical purT
poses that they are building three immense factories for
that class of work at Worcester, Mass., and expect to
have then going inside of three months.
building, of which the largest belts are 35-inch; the Gas
& Electric Company, of Wichita, Kansas, and the Electric
Light & Power Company, of Lima, Ohio.
The Lewis & Fowler Manufacturing Company,
of Brooklj'n, N. Y., has furnished six elegant cars with
heaters for the Quinsigamond line of the Worcester Con-
solidated. They are mounted on Brill trucks and sup-
phed with 50-horse-power motor equipment.
Captain Chas. H. Smith, of Wilmington, Del., who
recently retired from the superintendency of the City
Passenger, of that city, was presented with a handsome
parlor suit by the employes of the road. Captain Smith
assumes the same office with the Scranton, Pa., Traction
Company.
The Schultz Belting Company has sold a double
leather belt, 80 inches wide and 100 feet long, to the
Toledo Electric light Company. Previous to this order
the St. Louis & Suburban bought two belts 72 inches by
154 feet. These were considered big belts but the latest
is also the biggest.
C. D. Morse has let contracts for building a car factory
at Millbury, Mass. The company is backed by $150,000,
and Mr. Morse's former business, that of sash, door and
woodworking, gives him a first rate experience for his
new venture. We predict for the new firm a good pat-
ronage and a growing business.
The Goubert Manufacturini; Company, of 618
John Hancock Building, Boston, Alfred A. Hunting, man-
ager, have recently sold over 1,000 horse-power of their
popular heaters, 300 of which go to the Puget Reduc-
tion Company, Seattle, Wash., and 300 to the Washing-
ton, D. C, Brewery Company.
The Fulton Foundry Company, of Cleveland, has
sold eight more trucks to the East Cleveland road. Mr.
Wason, vice-president, is greatly pleased with the action
of the trucks. The wheels, turn tables, switches, and
other car house specialties, are rewarded for their excel-
lence with a large number of new orders.
Recent orders of Chas. A. Schieren & Company
include a full equipment for the New York "Herald"
Albert & J. M. Anderson, of Boston, keeps still
in the front rank of manufacturers of overhead material.
Their new Brooklyn strain insulators have recently been
subjected to the most rigid tests of the Massachusetts
Electrical Engineering Company, with astonishing results.
The insulators in question were submerged 12 days in
the wreck of the steamer H. M. Whitney.
The Risdon Iron Works, San Francisco, have taken
the contract to supply the Oakland, Alameda & Pied-
mont Electric Railway with all their power plant equip-
ment. Paul Heck is the agent of the company and should
be justly proud of his capture. This is the twelfth large
order of the kind for the Risdon Works, and indications
point to a much larger business in the next few months.
121
The American Railway Construction Company
is the successor to the well-known and popular firm of
Wright & Meysenburg, engineers and contractors for all
kinds of street railway work. A. S. Littlefield is presi-
dent of the new company, E. F. Carry, vice-president,
and Edw. A. Meysenburg, secretary and treasurer. The
new company cannot fail to succeed to the full prosperity
and large business of the former firm.
Providence Corliss. — A great engine order from the
Lake Roland Elevated, of Baltimore, has just been fur-
nished by the Corliss Steam Engine Company, of Provi-
dence, R. I. The order asked for two tandem com-
pound engines, 20 and 36 by 60 inches, connected by
counter shaft 52 feet by 17 inches. The fly wheels are
of 40-inch face, 20 feet in diameter and weigh 36,000
pounds. The General Electric furnished the generators.
The Westinghouse Electric & Manufacturing
Company held a reception for the week beginning Jan-
uary 16, at their Allegheny City factory, for the intro-
duction of the new lighting dynamos for the World's
Fair. The machines weigh 150,000 pounds each and the
armature 42,000, The attendants showing these products
of Westinghouse skill, were prompt, courteous and intelli-
gent in their explanations, and the affair was altogether a
great success.
The Campbell Electric Supply Company, 104
High Street, Boston, are now manufacturing the Cen-
tury wires, formerly made under roj'alty by the Simplex-
company, and the former are now in the market
with the various grades of feeder, underground, sub-
marine cables and line wires of the Centurj^ patent>
The Campbells are using the original formulas for the
celebrated " T. R. R.'" with important improvements by
the inventor, Henry F. Campbell.
The Goubert Manufacturing Company, located at
32 Courtland street. New York City, makers of the Gou-
bert Feed-Water Heater, have purchased the patents
stock and business of the Stratton Separator Company
and are now the sole manufacturers of the well-known
Stratton Separator. This device for extracting entrained
water and grease from steam, that it may be furnished
dry to engine, is one of the most popular inventions of the
kind on the market, and its manufacturers have enjoyed
a substantial increase of business yearly.
The Electrical Supply Company, of Chicago, is
receiving many warm compliments on the success of the
Carpenter electric heater, of which the company is agent.
The successful tests of the Carpenter device under the
strain of our late cold weather is gratifying in the extreme,
A letter from Mr, Charles Smith, of the Findlay Street
Railway Company, says: " The past three days were ter-
ribly cold here, but our cars were comfortably warm.
We have all our cars equipped with the Carpenter Elec-
taic Heaters and are well pleased with them." The com-
pany has recently changed its name to the Ansonia Elec-
tric Company,
OUR DICTIONARY OF TECHNICAL TERMS.
'A Hammered Joint."
"The Down Trip.'
' Ringing up a Fare.'
Called a Miss.'
• A Rope Transmission.'*
" Ahead of Time."
(also behind time)
122
The finest specimen of photography which has ever
ever come into the Review office is the handsomely
frammed mammoth picture showing the three big
bays in the extensive works of the Walker Manu-
facturing Company, Cleveland. The artist has sue.
ceeded in catching even the smallest details, while the
massive structural work of the buildings and the long
lines of machinery in operation are all perfect. The pic-
ture is nearly 3 feet wide by 6 long and is one of the
attractions of the Review office. Gen. Walker has spared
no expense in securing one of the finest results in interior
photography we have ever seen.
The Lamokin Car Works, at Philadelphia, have,
since the introduction of their late improved construction,
been in receipt of numerous letters of inquiry for prices,
congratulations and recommendations, with a large
increase in orders. Lately orders have come from the
Philadelphia Traction Company for 40, 29-foot open and
closed; East Harrisburg Passenger Railway, ten closed
vestibuled car bodies; Wilmington, Del., City Passenger,
15 open cars; Schuylkill Traction. Ashland, Pa., four 18-
foot closed vestibuled; East End Railway. WilHamsport,
Pa., two 16-foot closed vestibuled ;Greensburgh & Hemp-
field Railway, one 16-foot closed. Late deliveries count
in an order for the Schuylkill Company.
W. W. A1.LEN, Red Wing, Minn., whose double acting
safety brake will make a quick stop and hold a car on any
grade an electric car can climb, has still further improved
it by the substitution of a cast iron adjustable shoe in
place of the rubber shoe. The iron -shoe is said to work
perfectly. Mr. Allen has also done away v\'ith all chains
and uses a piece of 3/j;-inch gas pipe for a connection
between the shaft and brake staff, which has severa
advantages and is less expensive. The Bemis Car Box
Company, which is now equipping quite a large order
with these brakes, made a test of the brake, and after
doing so wrote Mr. Allen as follows: —
"We have received the sample brake sent us and find it satisfactory in
all respects. Please make us six (6) more sets all complete and forward
to us at the very earliest possible date."
One of the largest contracts for road bed construction
for an electric line has just been closed in St. Louis.
The Chicago & St. Louis Electric Road, about which so
much has been written of late, have closed the contract
for the entire road-bed including grading, bridge-work
and track-laying. The contractors are Bagnall Bros., of
St. Louis, Mo., and Givens Bros., of Memphis, Tenn.
Both of these firms are well and favorably known and
have laid more than a thousand miles of road and track
work for various western and southern railroads. The
contract price is $5,500,000, of which $2,750,000 is to
be taken in bonds of the company at par. The true
limit of the contract is one year, but it is very probable
that by fall the road-bed will be completed, as it is pro-
posed to start work immediately at several different
points and work in both directions.
The Ball Engine Company, of Erie, Penn.,has placed
through its Chicago agency, the following equipments:
Calumet Electric Railway, four 300-horse-power cross-
compound electric railway engines; Hammond Electric
Street Railway Company, Hammond, Ind., a 150-horse-
power steam plant; Western Light & Power Company,
Chicago, one 300-horse-power; Englewood Electric Light
Company, Chicago, one 500 cross-compound; Marengo,
Iowa, Electric Light Company, a loo-horse-power steam
plant; Elm wood. III, Electric Light Company, one 300-
horse-power, together with smaller orders at other west-
ern points. Frank R. Chinnock, at iS Cortlandt street,
New York, reports the eastern sales of the Ball Com-
pany including: Main & Tonawanda Street Railwa)',
Tonawanda, N. Y., engines; Ithaca Street Railway
Company, Ithaca,' N. Y., complete steam plant; Seabury
& Johnson, East Orange, N. J., engines; Hahne & Co.,
Newbury, N. J., engines; Dowes Stores, Brooklyn, N.
Y., engines.
The wisdom of the Railwaj' Equipment Company,
Chicago, in confining its business to the specialt}' of
electric railway supplies only, has been acknowledged
b}- all contractors and street railway managers. The
certainty of finding everything needed for the complete
equipment and maintenance of electric roads of all sys-
tems, ready for immediate shipment, has resulted in
making customers for the company throughout the
entire world and wherever an electric road is in opera-
tion. The policy of the company has always been to
furnish the best material obtainable, and the present
standing of the company, as well as its constantly increas- .
ing business, would seem to indicate that it has been suc-
cessful in furnishing such material.
Already large orders have been received for roads to
be equipped in the spring, and undoubtedly a large share
of this business has been on account of the new type "G"
material brought out by the company the last season.
It is claimed that this material is superior in point of
strength, insulation, and ease of adjustment to any other
like material manufactured. The company has greatly
increased its facilities for the manufacture, and announces
that it will be able to fill orders promptly for the coming
season.
Among the specialties of this company is the agency for
Brand's Patent Steel Wire Track Brooms. These
brooms have a large sale throughout the country and
Canada, and are a great convenience, if not an absolute
necessity, on all electric roads. The Ahearn Electric
Heater is perhaps the most important agency of the many
handled b}' the company. Electric car heaters have been
placed on some seventy-five roads this season, while the
trade in electric stoves and other heating and cooking
devices is constantly increasing.
The company can rightly be called the pioneer house in
its exclusive line, and the long and practical experience of
its manager in catering to the wants of electric roads, is
sufficient guarantee of satisfactory dealings, and the men
are too well known to require commendation.
123
J. G. Brii.l Company, Philadelphia, has just closed a
contract for thirteen cars for the West Side Street Rail-
way Company, Elmira, N. Y.
A. S. Partridge, St. Louis, is doing a fine business
in railway supplies. His second-hand rail bargains make
numerous customers.
The Peckha.m Motor, Truck & Wheel Company,
of Kingston, N. Y., is getting its share of the spring
delivery orders. They will be pleased to send plans and
blue prints to prospective buyers.
The Pittsburg Steel Hollow Ware Company
is making music for a number of cities on their famous
rolled steel gong. The tone of these bells is loud and
continuous, and the wear of the best.
Hill & Welles, LaFayette, Ind., recently sold three
of their elegant tower wagons to J. G. White & Com-
pany, for the equipment of roads built by the White
people.
T. C. White & Company, St. Louis, the western
agents for R. D. Nuttall, are as ever prepared to furnish
anything and everything a street railway can ask in the
way of gears, pinions, trolley specialties and other sup-
plies.
THE ELECTRIC SUPPLY CHANGES ITS
NAME TO "THE ANSONIA ELECTRIC
COMPANY."
JUST as we are going to press we learn of an impor-
tant change which has been made by one of the
largest electrical companies. Wherever electrical
merchandise has found its waj', the name of the
Electrical Supply Company has been known also: in fact,
so well known has the name become, in the fifteen years
that they have been doing business, that smaller concerns
all over the country have adopted and adapted the name,
or part of it, to their own use. This has led to a confu-
sion in the minds of the general public that has been of
no little annoyance to the companj- originating the name.
A new name for the same old company has been under
consideration for several months, in fact for a year or
more. They could not but hesitate in relinquishing a
name that has cost them thousands of dollars to make a
familiar one everywhere, but in so doing they have been
actuated by reasons that seem good and sufficient.
There is no doubt that the new name, The Ansonia
Electric Company, will become as well and familiarly
known as the old; it will certainly have the advantage of
being unlike any other name, and cannot be traded upon
by those w ho have not the energy or capital to establish
names of their own.
We understand from F. S. Terry, manager of the
western department of the company, that there has been
no change whatever in the organization, character or
personel of the company. He says: "the business will
be conducted as heretofore, following the same methods
of popularizing our goods, and observing the same funda-
mental principle of making them the best that is possible
with expensive and improved machinerj' and expert
mechanical ingenuit}'.
We have found it necessary to enlarge the capacity of
the factories at Ansonia, which are undergoing additions
and changes that will enable us to materially increase our
output.
It is not the intention to drop our old name immedi-
diately and entirely, but the two names will appear
together for some time in our advertisement and printed
matter; we can in this way more thoroughly establish the
identit)^ of the new name."
FOLGER'S IMPROVED FARE REGISTER
PUNCH.
ANEW fare register has just been brought out by
the Cincinnati Novelty Manufacturing Company.
Its advantages will readily be understood from
an examination of the cuts. In the form Fig. i, the regis-
try movement is covered b^- cover permanently sealed
and which can only be opened by the manufacturer. The
registry wheels show through the opening " a" and record
to 9999, then automatically return to 0000: these wheels
are permanently locked by screw " d." The combina-
tion lock "b" only releases the wad receptacle " c," and
as there are five wheels in the combination it is impossible
for an expert even to discover it.
The opening lever " e " is protected by guard " g ''
and cannot catch on clothing or in any other way. If the
user desires to distinguish between full and half fares reg-
istered, a cash slip may be inserted in slot " h," the wad
dropping into proper receptacle to be checked against
total register at end of day.
There is another form of this punch, differing in shape
and with different location for combination lock " b."
Both forms carry alarm bell which sounds with every
register. The register can be suspended from the neck
by strap, or at the side by chain. Is light, cannot get out
of order and is of positive action and has much to com-
mend its use.
It is reported that Mr. Yerkes and Chicago associates
have bought in considerable Washington City stock.
1-24
HALF FARES.
Interesting Facts from all Parts of the Country
Boiled down for Busy Readers.
The Hoskins Motor is now being tried on the
Powell street line, San Francisco.
The New London and Norwich street railroads have
been consolidated under one management.
Eight hundred men were required to clean the tracks
of the Montreal street railway lines after one of the regu-
lation snow storms incident to that city.
Russell Harrison and the sheriff have taken pos-
session of the Queen City road, of Marion, Ind. The
Delafield Construction Company held the road.
The legal war over the Los Angeles Cable Railway
is being waged in that city, and is proving one of the
most complicated legal controversies in many years.
The New York Sun states the cost of a system of
underground roads in that cit)-, such as would solve the
rapid transit problem, could not be built for less than
$300,000,000.
The Joplin Electric Street Railway & Motor Company
now rents its power from the Southwestern Electric Light
& Power Company, having a water power station at
Grand Falls.
The Lebanon & Annville road, after 16 months' ser-
vice, declares a 6 per cent dividend. There is a popula-
tion of only 16,000 to draw from, but the road is a mag-
nificent success.
On Monday, January 23, the alley elevated road
in Chicago, was turned over by the constructing com-
pany to the operating department of the Chicago &
S6uth Side Rapid Transit Company.
The Brooklyn, Bath and West End road has been
bought by the Philadelphia syndicate, owning the Alantic
avenue line. This gives a quick and direct route to
Coney Island from the heart of Brooklyn.
General Slocum, of Brooklyn, is elated over his
victory in the courts over a man who claimed to have
been shocked bj- the current from one of the Coney
Island cars. Experts proved the action groundless.
Toy Wing Sang, of Canton, China, has gone into
the syndicate business, and interested English and Amer-
ican capital to the extent of $14,000,000 for the purpose
of building electric railway and light plants in Canton.
Akron, O., has just recovered from a small pox
scare. The street railway thoroughly fumigated its
cars twice each day, and won much commendation for
the vigorous manner in which they protected the public.
The Twin Cities Rapid Transit Company has
moved its accounting department from St. Paul to Minne-
apolis.
A ten days' strike has been on at Wheeling, W. Va.,
over the discharge of a driver and conductor whom a
patron makes affidavit refused to stop for him. Car ser-
vice maintained in fairly good condition.
Among the recent idiotic attempts at legislation in
Ohio it is refreshing to find a bill introduced by Dodge,
of Cuyahoga, proposing to sell the now entirel}- use-
less Hocking canal and build with the proceeds an
electric road the entire length of the course.
The National Railway Company, owning five lines in
St. Lous, has re-elected its old officers with D. G. Hamilton,
Chicago, president, and Capt. Robert McCulloch, gen-
eral manager. Last year's dividend was 7 per cent.
The company resolved to electrify three horse lines.
The Brooklyn Traction Company, the successor of
the Atlantic Avenue Railroad Company, has been pub-
licly organized. The directors are: E. D. Phillips,
Albert Strauss, Henry S. Glazier, E. J. Kavanaugh, of
New York and P. J. Vaughan and J. H. Lockman, of
Brooklyn.
The Tacoma Railway & Motor Company, of Tacoma,
Wash., is making its own cars, using McGuire trucks,
and President Paul Schulze says that hereafter the com-
pany will do all its own car building. A car factory
on the coast ought to be a paying institution. Who will
be the first?
The fortieth annual meeting of the American Society
of Civil Engineers opened its session in New York,
January 19. A committee was appointed to frame a code
of ethics and officers elected as follows: President, Wil-
liam Metcalf, of Pittsburg; Vice-President, Elmer L.
Corthell, of Chicago, and Charles McDonald, of New
York. The next meeting will be held next July in Chicago.
The East Cleveland Railroad Company will put thirty
new cars in commission, and considerably enlarge the
power house at Second street and Fifth avenue. Presi-
dent Henry A. Everett will have control, acting through
Secretary Beilstein, while attending to his Canadian
business. Superintendent Duty will remain. The list of
officers reads as follows: President, H. A. Everett; vice-
president, C. W. Wason; secretary and treasurer, L. E.
Beilstein.
A Milwaukee plumber went out to plumb. And as he
plumbed by the electric roadside he digged a deep hole.
And some of the hole fell upon the track. And as the
electric car passed that way there was a great shaking of
the car and the conductor thereof was cast into the ditch.
And his raiment and his spirit were rent. And so it
came to pass that the conductor sues the plumber for
$1,000, with the which to make himself whole for having
been in the hole.
1 LT)
PICTORIAL EVENTS OF A MONTH.
A NEW system of rapid transit was exhibited on the Cicero & Proviso
electric in the western part of Chicago. A passenger left the car at the
bluS overlooking the Desplaines river and after divesting himself of his
outer clothing got into a big sack he carried and drawing a cord from
the inside completely overlapped his head and body. He then cast him-
self down into the river where he was rescued by the p.'.ssengers, who
pulled the sack out of the river and cut it open. As they did so a pair of
wild eyes snapped while a husky voice inquired, "Am I Dead.'"
A FUN-NY and rather significant feature of the inclosed platform bill is
that the men for whom the act is ostensibly introduced were neither
instrumental in seeking it, and^lo not now urge its passage. To a man
up a trolley the whole scheme smells strongly of sand bag legislation.
At Fonda, N. Y., while a gang of Italian laborers were thawing 20
sticks of dynamite, for blasting on the Fonda & Gloversville Electric
Road, an explosion occurred, killing one and wounding many.
The Union Depot Street Railway, St. Louis, suffered a rather unus-
ual accident recently in the bursting of a small fly wheel at their Jeffer-
son avenue power house. In its tangential flight a segment of the wheel
landed a block away, destroying the wall of the building, a picket fence
and the equanimity of several pedestrians. The loss was about $i,ooo-
Half an hour before the accident the street was crowded with people.
At Provo, Utah, the entire rolling stock of the Provo City Railway
was sold for $127 50 to S. B. Thurman, for payment of taxes amounting
to $248. As the company promise to pass the hat and raise the balance
the sale of the track has been postponed a few days
At Birmingham, Eng , the traffic manager, T. Goodyear, presided
There are people in plenty, as the experience of every manager
shows, who in case of a 3-cent standing fare being established, would
swear by their great-grandfathers' thumbs that it did not agree with them
to sit. In the absence of any standing room on the floor these people
would not hesitate to stand on the seats. At present these are the no
seat-no fare howlers.
over the seventy employes of the Bristol Road Tramway, who held
their annual dinner. Car service was entirely suspended during this
enjoyable event, and passengers walked while the bovs ate.
The Arctic road is the latest crazy transportation scheme which
Erastus Craw, New York, proposes. It contemplates tracks of iron
Two thousand unemployed laborers of Montreal recently invaded the
city hall demanding that the street cars be allowed to run as it gave them
employment. The demonstration was occasioned by a petition of
carters and others to stop the cars, as it was ruinous to their business.
• The alderman were hissed and hooted, and the city government in gen-
eral made very uncomfortable.
pipes filled with a freezing mixture on which the moisture of the air
will congeal, forming a sheet of ice on which a car propelled by
hydraulic jets will skate. He promises eighty miles an hour, but we
predict^^that if anybody buys stock in the scheme it will stick in his
' craw. " Anotlier advantage of this system is free ice water for patrons
of the line.
126
NEW PUBLICATIONS.
BREVITIES,
A Treatise on the Law of Street Railways, by Henry J
Booth, of the Columbus, O., bar, 6x91^, XV, 749, law sheep, published
bv T. & J. W. Johnson & Company, Philadelphia; price, $6.
Without investigating the natural rights of man, without anj' long
dissertation on the socialogical questions incident to rapid transit Mr"
Booth has prepared a text book on that branch of private corporation
law in which our readers are solely interested. Without doubt the
courts of our country have had their most difficult cases, the least prece-
dent, and the most obscure analogies in street railway litigation, a branch
of legal proceedings born of the most rapid mechanical progress of thi^
rapid century. The many excellent text-books on the law of steam rail-
roads have touched lightly or not at all this field embracing so many new
and important questions.
Mr. Booth had thus a most difficult, although a most intensely interest
in", subject for discussion, a subject without perspicious definitions, with,
out aid from the greater writers on American law and with only the con-
temporaneous law literature to guide.
How well the learned author has succeeded in covering the variety of
correlated subjects can be understood only by a perusal of the table of
contents.
Steam street railways, horse lines, electric and cable traction and ele-
vated railways ha\e each their appropriate head and discussion. Fran-
chises are discussed in all points of view. The minor particulars of
removal of snow from the streets, smoking on cars, gongs, bells and fend-
ers are examined carefully and a complete table of cases referred to sec-
tions makes the work complete and accurate.
The book is prepared for the use of the bench, the bar, the corporation
and the general public, to whose consideration we recommend it.
The New England Magazine for this month has a very attractive
menu, including "Fayal," "Literary Chicago," "Prophets," "The Pil-
grim's Church in Plymouth," "Tacoma," and "The Story of a New
England Parish in the Days of the Province. The illustrations are fully
up to the high standard of this publication.
We acknowledge the receipt of the report of President Adams on the
University of Wisconsin, in which Dr. Adams asks for 133,850 for im-
provements in the mechanical and electrical departments of the Univer-
sity. This appropriation will put in a complete electrical plant.
The "Technic, ' the annual of the Engineering Societies of the Uni-
versity of Michigan, is just published, and shows that "good works," in
the wav of original investigation on scientific subjects, have not been
wanting in that institution during the past year. Among articles of
special interest to railway men are "Transmission of Power," by A. R
Frantzen, and "Relative Cost of Prime Movers," by J. R. Allen. H_'
George Field is the corresponding secretary of the society.
A NEAT little pamphlet has just been published by Taylor, Goodhue
& Ames, on the subject of transformers, with special reference to the
Diamond Transformer. There is much of general interest to elec-
tricians in its contents.
Cassell's Family Magazine for February contains a very interest-
ing and full account of the United Stales Weather Bureau, a subject that
has never been enlarged upoji before to any great extent. A paper o
practical value in the same issue is on "Getting on in Business."
LiPPINLOTT's Magazine this month prints a complete novel by
Julien Gordon, under the title "The First Flight," Herman F. Wolf
gives an account of "Wrestling," for the athletic series. "Seventh Com-
mandment Novels" are criticised by Miriam Coles Harris.
It is said that $20,000 has been raised in Fairfax county
to aid L. W. Spear's Ale.xandria city and suburban road
of Washington city.
By April i the inhabitants of Snohomish and Everett,
Washington, will be exchanging afternoon calls by means
of the new electric railway. A power house is in build-
ing at East Everett, and the Land & River Iinprovement
Company, of Snohomish, expects to rush the affair.
L. E. Myers, who, as Chicago agent of the railway
department of the Detroit Electrical Works, has done
so much to advance the interests of his company, has been
rewarded by the appointment to district manager. His
offices are Nos. 917 and 918 Monadnock building, Chi-
cago, and he will have entire charge of the railway,
power and lighting departments in this vicinity. The
appointment is a justl}' merited one, and Mr. Myers'
numerous friends will learn with pleasure of his success.
The Bay State Trust Company has been granted
its application for trustees' sale of the Allen & Swiney
lines at Dubuque. The total indebtedness is $350,000,
and the sale will take place during the last week in
March. The Trust Company holds a $200,000 lien, the
General Electric is a judgment creditor for $23,000 and
inferior liens make up the balance. It will take from
$40,000 to $50,000 to put in the necessary new equip-
ment.
The long suffering Atlanta Traction Company has
changed hands again. This time northern capital buj's
the stock and either Judge Rosser or Judge Hines will
become president, vice J. W. English, Jr., who has sold
out his stock and retired. The road is four years old,
doing a good business, and owning 6y{. miles of track
and eighteen cars. Besides the Judges mentioned, Mr.
Woodward and the northern unknown are in the new
company. E. E. Holcombe will remain as general
manager. '
W. R. Mason, general manager of the Railway
Equipment Company, Chicago, has just sent out a circu-
lar to the eastern trade, calling attention to the unequalled
facilities of the company for furnishing everything neces-
sary for the complete equipment and maintenance of elec-
tric roads, and also calling particular attention to the merits
of the type " G " overhead material manufactured by his
compan}'. This material has been specified on a major-
ity of the leading roads during the last season. He also
informs the trade that he expects to be in New York the
latter part of this month, and will call on the leading con-
tractors and street railroads in the east.
The Glastrow town council committee has decided that
electricity is not the thing for Glasgow. Cable traction
will next have an examination, but a horse system will
probably be the ultimatum.
Laborers rejoicing in the names of Jesus Chacon and
Frank Moraga recently unearthed $2,000 in gold and
silver Spanish coin while digging on the Alemeda railway
bed at Oakland, Cal.
A DISGUSTED passenger rushes into an English paper
to remark that it makes him tired and swearful "to run
100 yards after a tram car only to find the lawful capacity-
taken," and then have to wait for the next car.
PUBLISHERS AND PROPRIETORS,
269 DEARBORN ST., - - - CHICAGO.
Pnbli!>»hed on the 15th of each month.
SUBSCRIPTION, -
FOREIGN SUBSCRIPTION,
TWO DOLLARS.
20 SHILLINGS.
Address all Commnnieathns and Remtttmnces to The Street Railway Review
2bg Dearborn Street, Cktceg*.
H. H. WINDSOR, F. S. KENFIELD,
Editor. Business Manaeer.
CORRESPONDENCE.
We cordially iovife correspondence on all subjects of interest to those engag-ed
in any branch of Street Railway work, and will gratefully appreciate any marked
copies of papers ornews items our street railway friends may send us, pertaining
eiUier to companies or officers. Address:
THE STREET RAILWAY REVIEW,
269 Dearborn Street, Chicago.
Entered at the Post Office at Chicago as Second Class Matter.
This paper member Chicago Publishers' Association.
VOL. 3.
MARCH 15, 1893.
NO. 3
MANY of our readers who find it difficult to spare
any time at their office for the perusal of even a
street railwaj' publication, have directed us to send the
Review to their residence, where they can pick it up at
leisure. The plan has worked very satisfactorily.
WHAT have you decided on in the waj- of attrac-
tions to create pleasure riding, this summer.'^
Those roads which maintained skating parks the past
winter report a very profitable business. If you have
never tried the experiment of out-door attractions, arrange
to do so this season and note the surprising results.
ELECTRICITY a.s applied to the operation of ele-
vated roads will now have a large and practical
demonstration. We have already described the line in
Kansas City, and this month relate the details of a still
larger system, that of the Liverpool, England, Overhead
Railway. The English installation is very complete, but
is simple in both arrangement and construction. Stations,
platforms and cars are of course electrically lighted, and
air brakes, and electric block signals — the first of their
kind on elevated roads — insure safety in operation. The
elevated road within the World's Fair grounds will short-
ly afford another exhibition of electric transportation of
this type.
127
THE street railway company at Wheeling, W. Va.,
has been made a spectacle during the last six-
weeks. Apparently the cit}' officials have not raised a
hand to suppress the mob element which has endeavored
to prevent the operation of the cars. At any rate the
authorities have lacked sadly in moral courage some-
where, or such disgraceful proceedings could never have
occurred day after day.
INDICATIONS point to an early spring, which means
an early start to a multitude of new railway enter-
prises only awaiting the advent of good weather. Reports
from all directions indicate an enormous volume of new
work for this year. Probably a much greater amount of
old track will be relaid this season than last, while exten-
sions and new lines will consume a large amount of
material. Power house work in new plants and additions
to old will be a prominent feature.
OHIO is rapidly becoming as prominent as Pennsyl-
vania in electric traction. Columbiana county is
said to have 15 miles of road, Mahoning county 37, and
Stark county 31. These counties are in the new districts.
Trumbull county has 60 miles of franchises pending and
about lY^ miles of road in operation. The number of inter-
dependent small manufacturing and mining centers in the
two grand states mentioned make them inviting fields
for interurban electric enterprise.
AS stated in these columns frequently, the tendency on
the part of legislators to the creation of state boards
of commissions, and similar bodies is a bad one for the
interests of the people. An effective illustration of this
comes from Massachusetts, where the people of Beverly,
by an overwhelming majority at the polls, gave the right
to construct an electric road, which the selectmen steadily-
refused to sanction for the past four years. The announce-
ment was the occasion of a popular demonstration.
THE public mind of New Orleans is at present con-
siderably exercised over the question of separate street
cars for the negro and white population. The street rail-
way companies have nothing to do with the case, as it is
confined principally to letters printed in the city papers. A
similar question has troubled several other southern cities
without coming to any definite conclusion. The question
is still before the jury of the people, and the street rail-
way, a third and so far neutral party.
ONCE more the rapid transit fever has broken out in
all its fury in good old Boston; again committees
report, mayors speak and preside at public gatherings
and the local newspapers are sure of several columns a
day. The problem is pureh' a local one and will have to
be worked out on the ground. It certainlj- is one of the
most difficult matters to consummate, owing to the widely
different individual interests. Which e\er way the com-
mission turn their eyes a host of business men arise and
object, pleading "not here." They all want rapid transit
but at the expense of someone else. The blessed old
128
^grt^^a»^%ru»^
common, which in the eyes of the unregenei-ate westener
approaches at certain seasons of the year to a close resem-
blance to a frog pond, seems to rise before the well made
plans of engineers like a dead line. The proposal to
slice off sufficient for sidewalk purposes is deemed the
entering wedge to preemption, while the prospect to cut
a street or so across its sacred limits is nothing less
than sacrilege, pure and simple. As stated in these
columns, widen the streets and rapid transit alread)' in
operation will assert itself.
IN the Boston Traveler a contributor states: "Boston
and Massachusetts will never have fast, safe and con-
venient traveling facilities b}' steam or electricity until all
cars propelled by these powe.s are compelled b}? the
people, through their agent, the Legislature, to pass all
streets and roads above or below grade." If this be the
case, then Boston will celebrate its three hundredth anni-
versary before the accomplishment of the desired end.
Underground roads will not be built in Boston. Elevated
roads would for the most part have to occupy the streets,
and even then would be obliged to cut through manj'
valuable business blocks. This can be accomplished, but
it will be a slow, difficult and enormously expensive
undertaking.
IN street railway management, as in the operation of
steam roads, it is largely the small details that must be
watched to prerent accident. It is all in vain to maintain
the most careful inspection of machinery and wheels of
locomotive and train if the same care is not taken of
switches and an hundred other places. The manager
may equip his car with the most approved brakes and
fenders, and yet overlook the steps over which every
passenger must pass twice during every ride. The num-
ber of accidents occurring to passengers while boarding or
leaving a car will undoubtedly outnumber those arising
from all other causes combined. Hence to carefully make
a study of step and hand rails is one which may well
engage the time of the busiest superintendent. We
have seen steps on street cars wliich the directors would
consider a constant source of danger if built into a flight
of stairs in their residence. Such roads are, of course
exceptions, nevertheless it can do no harm to watch your
steps and determine as to whether or not you are as
fully protected as may be.
A FRANCHISE is being sought from the commission-
ers of a certain county in a neighboring state, for
an interurban line. The commissioners, undoubtedly in
the endeavor to do their whole duty to their constituents,
thought to err on the safe side and threw around the pro-
posed franchise so many and unnecessarily severe restric-
tions that the promoters of the enterprise are about ready
to give up in dismay and disgust. We cannot but be
convinced from the reports repeatedly brought us, that
this class of public servants is sadly in need of a better
understanding of what is fair and just; of the extreme
difficulty of enlisting capital where the terms are made so
exacting; and the untold advantage and benefit such
lines have been and will prove to the entire community. It
enables the farmer and all his family to get to town in the
worst weather, quickly, cheaply and comfortablj-, and
encourages and makes possible intercourse between the
various villages and cities so connected. The facilities
for transporting light freight, express and mail is invalu-
able to the public. As an illustration of the granger ideas
of the board referred to it is only necessary to mention
that one clause bound the railway company to build a
switch track into every farm yard along the entire route
whenever the owner requested. A better knowledge of
these matters, such as can be gained from a progressive
publication devoted exclusively to street railway problems
would work a change of heart and ideas.
OF the subjects for discussion at the next convention
there are two which possess more of newness than
the others. One is the use of the T rail on a paved
street; the other, storage batteries at central stations.
With the improvements made in the manufacture of vitri-
tied brick for street pavement, and the ease with which
it can be turned out by machinery in any desired shape
or length, it is a matter of surprise that the rail men have
not paid more attention to its developement. As for the
brick makers, they already seem to be overrun with
orders, and doubtless, knowing very little of street rail-
way wants, have ignored this branch. This certainly
will prove a most interesting subject, full of practical
interest, and it is to be hoped may be the means of bring-
ing out much useful information. If it is practical to pave
to a T rail, street railway men ought to know it. If, on
the contrary, it is not a satisfactory combination, tliey are
just as interested to be assured of that fact. As to stor-
age batteries at central power stations, we are convinced
that is to be the great field for the battery in railway
work. As a reservoir of energy on a car it has been a
dismal failure, as witnessed at Dubuque, and within the
past month at Washington, D. C. But for station work
we predict a large demand for the storage battery as soon
as American managers become more familiar with its
possibilities for usefulness and the results already attained
in similar work in Europe.
WE believe in operating a business, whatever it may
be, for all there is in it. While in the very largest
cities the transportation of passengers may afford all the
work the company can profitably handle, in hundreds of
smaller cities and larger towns the avenues to good rev-
enue which may be opened up in various directions, and
leading out from the power station are numerous. The
sale of electric power for the operation of small stationary
motors, and even larger ones, naturally comes first on the
list, and the wonder is more managers have not secured
this field to their companies. In some cases it ma}- require
personal effort to introduce and popularize this system of
power, but once started it becomes self-advertising. Also,
when a new enterprise is contemplated, the local manager
can easily influence a decision in favor of using electric
power from the start. Then there are an endless variety
of purposes where the electric heater has a place, and
electric lighting has almost no limit. Exhaust steam,
even in comparatively small plants, if within a reasonable
distance of stores, residences and public buildings, has a
commercial value far be_yond the realization of most peo-
ple. Already in several railway plants the sale of e.xhaust
steam has gone a long way toward reducing the fuel
account to a surprisingly low figure. In at least an hun-
dred railway plants enough exhaust steam is allowed to
go to waste to pay a good, fat dividend. We can see
little difference between needless waste at the exhaust head
and a careless collection of fares, where a large portion
of the passengers are overlooked. A manager who
would install his plant without putting in a feed water
heater would be looked upon with suspicion; oil filters
are acknowledged to save their cost every few months, a
daily record is kept of the oil used; coal is weighed into
the fire-room, and any unusual consumption calls out an
immediate explanation. Why not carry out the economy
to its utmost practical limit?
129
will then return to institute a series of reforms based on
American methods of operation which will surprise even
themselves.
WHILE cab and carriage hire is lower in Europe
than here, the street car fares are not, despite
the frequent assertions to the contrary by people who do
not know. True, one can ride a half mile tliere for less
than any American line will haul him, but the vastly
greater important fact is overlooked in that there are no
cheap rapid transit facilities for clerks, working men and
the vast army of moderate wage earners. With us a
three to five mile ride for the five cent fare is found every-
where, and in this city and elsewhere it extends to even
eight and ten miles. In other words the long hauls abroad
cost more than here. The result is the poorer classes
are compelled to make their homes in down town districts,
crowding in like ants and deprived of the room, air and
cheaper rents of the suburbs. The construction of cable
and electric lines have revolutionized values in outlying
and previously unoccupied properties, but great as has
been the good work in this respect, the untold moral and
sanitary advantages which have resulted from this spread-
ing of population are vastly greater. The long hauls, as
on some lines in Chicago, are made at a loss, and are
only possible in proportion to the volume of short riders
paying the same fare as the others. To reduce fares for
short distances would necessitate an increase for the long
distances, which in view of the manifold benefits to the
community already suggested would prove a most unfor-
tunate and unwise step. If some of the one-idea theorists
who profess to have carefully studied the foreign trans-
portation problem, only would or could comprehend the
widely separated existing conditions, and the magnificent
service furnished in America they would, if honest, put
off their waiped old blue-glass goggles when further
attempting to write on a subject at present little under-
stood by them. We confidently predict that of all the
astonishments in store for our tramway brothers across
the water on the occasion of their prospective visit to
Chicago and the states, the street railway systems will
occasion tlie largest attention and surprise. Our friends
ASSIGNMENTS of subjects and committees for
report at the next street railway convention has just
been announced by the secretary. It is to be hoped the
executive committee will limit the preparation of papers
to the six topics chosen, as the convention this year will
need more time than ever before for discussion. A few
timely questions carefully reported and freely discussed
are of more value than twice that number read only by
title. Then, too, this year we shall have a large attend-
ance of the fraternity from across the water and botli
courtesy and personal interest demand the giving up of
considerable time to them. Outside of regular sessions
there will be more than ever to occupy the time of all in
attendance. The exhibit will be much larger than that
in the street railway department at the World's Fair, and
the regulation three days will hardly suffice for the accom-
plishment of the attractive programme Mr. Payne will pro-
vide. The committee have certainly made a most commend-
able selection of subjects, while the assignment is specially
well placed. Four of the topics are exclusively electric;
another is largely so, while the other one applies to any
system. Horses and cables are entirely ignored, but of
the former nothing new worth the time of the convention
has been developed in the past several years, and the
cable system has been long since perfected. The list of
subjects is as follows:
1. Best Method of Lighting and Heating Street Railway Cars.
G. F. Greenwood, General .Manager Pittsburg, Allegheny & Man-
chester Traction Company, Pittsburg, Pa.
2. Can the T Rail be Satisfactorily Used in Paved Streets.'
C. Uensmore Wyman, Vice-President Central Park, North & East
River Railroad, New York City, N. Y.
3. Direct Driven Generators.
C. J. Field, Electrical Engineer, New Jersey Traction Company,
Newark, N. J.
4. Power House Engines.
E. G. Connette, Superintendent United Electric Railway, Nashville
Tenn.
L. H. Mclntire, Electrical Engineer, Atlantic Avenue Railroad
Company, Brooklyn, N. Y,
K. S. Pearson, Electrical Superintendent West End Railroad Com-
pany, Boston, Mass.
5. Standards for Electric Street Railways.
O. T. Crosby, Boston, Mass.
Charles W. Wason, Cleveland, Ohio
L. H. Mclntire, Brooklyn, N. Y.
Thos, H. McLean, .New York City.
C. G. Goodrich, Minneapolis, Minn.
6. Storage Batteries in Connection with Central Stations for Utilizing
Surplus Energy for Lighting or Power.
C. O. Mailloux, Electrical Engineer, Metropolitan Railroad Com-
pany, Washington, D C.
ONE of the most important and far reaching measures
which ever passed a city council, has become a
municipal law in Chicago. It calls for a practical abolish-
ment of the several thousand grade crossings, and the
steam roads are allowed six years in which to complete
the work. To carry out the order will involve the
expenditure of many millions, but will be a grand thing
for the public and the surface car companies.
130
RACINE'S STREET RAILWAY.
HISTORY says that horse lines in Racine were
not blessed with quiet, uneventful Hves. On
the contrar}' from August, 1878, when the first
street railway was organized as the Racine
Horse Railway Company, until 1892, when the last horse
retired from service, the records shows four changes in
management, two failures to lay track and other vicissir
tudes until, in 1S83, the Belle City Railway Company, of
which Charles Hathaway was manager, began to work.
there are in contemplation several extensions. The road-
bed is mainly earth with five miles paved, divided between
macadam, stone and wooden block. Brick paving is con-
templated for the remainder of the line. The rail is 52-
pound girder and 45-pound T, made by the Johnson Com-
pany and spiked to ties spaced 16 inches, center to center.
All bonding is double, number 0000 wire being used.
The return is through the rail.
The overhead construction was put up by the Detroit
COLLES FEEn WATER HEATER.
ALLEN SHEWMAN'S OFFICE.
EXTERIOR OF POWER HOUSE.
PRESIDENT HOLMES' OFFICE.
The horse lines thus finally built were very successful but
the demand for the "latest," to which the people of
Racine are partial, brought C. H. Holmes and Allen
Shewman, of St. Lous, to Racine to spy out the land.
The change of ownership ensued and in June, 1892, the
re-organization was effected. A franchise for 50 years
was obtained a little later and in July last the company
commenced the system which to-day gives Racine's ped-
estrians such a satisfactory service.
The Belle Citj' Street Railway Company now owns
13 miles of track, of which three miles are double and
Electrical Works and is well done. Wooden side poles
are most extensively used but a mile and a half of center
pole construction may also be seen. A change soon to
be made is the cutting in of the feeders in six sections.
This will serve a double purpose in supplying small power
users with electricity for commercial purposes. Already
a large number of applications have been made. The
Main street line crosses a bridge over the river and the
connecting device, designed by H. B, Niles, of Sargent
& Lundy, is worthy of more extended notice. A sub-
marine feeder will.be used on the bridge section as soon
131
as a dredge is obtainable. A temporary wire suffices for
this winter. Sargent & Lundy, of Chicago, were con-
tractors for the roadbed and the work was superintended
by W. J. McCord. The bridge above referred to is built
on a three and one-half per cent grade and is 150 feet
long on the draw.
Situated on the main street line at the center of the
system is
THE POWER PLANT,
offices and car barn. The power house is 1,200 feet from
Lake Michigan with a tunnel to that sheet of water
emptying into an S-foot condensing well supplied with a
Worthington condenser. The work cost one dollar a
foot but pays for itself every nine months.
The big engine that is responsible for the well-being of
the Racine plant was made by the M. C. Bullock Manu-
The dynamos are five 80-kilowatt "Detroit" machines,
to which will be added three 225-horse-power of the
same make when the station unit is increased as above
related. The station is 60 by 120 feet in dimension, and
contains also in a room next to the engines a CoUes feed
water heater and purifier, herewith illustrated. The
heater is an important adjunct to the economy of the
plant and saves its cost several times over during the
year.
The Tracy oil filter is another economizer that is
worthy of mention. The Phoenix Automatic Filter
Company, of Racine, is the manufacturer and guarantees
a large saving in oil. Mr. Shewman recommends the
device heartily.
The boilers are three in number, en banque. They
are 66 inches in diameter, 16 feet long and each contain
64 inch tubes. The domes are 40 inches high and 36
M. C. BULLOCK-CORLISS ENGINE, RACINE.
facturing Company, which company, it is well to remark,
was contractor for the entire steam plant.
The engine in question is one of their well-known Cor-
liss type, with cyHnder 22 inches in diameter by 42 inch
stroke, driving the three 80 kilowatt Detroit generators.
The engine carries an 18-foot wheel, weighing 30,000
pounds. The action of the engine is smooth and the
government very sensitive, giving two of the most essen-
tial requisites of street railway service, and Manager
Shewman is well satisfied with the entire installation.
The engine is belted to a 34 by 66 inch driving
l)ulley, and the power distributed from an 8-inch jack
shaft 29 feet long, on which are three clutch pulleys
16 by 66 inches. The shaft is broken near the driving
pulley and coupled with a clutch coupling. Two Mun-
son double leather belts transmit the power. One is 120
feet long and 32 inches wide and the other belt 200 feet
in length and 14 inches in breadth.
inches in diameter. The shells are of 'g-inch pure steel,
and the heads >^-inch steel. The smoke stack is 60 feet
high, 54 inches in diameter and made by the S. Freeman
& Sons Manufacturing Company, of Racine, who also
built and installed the boilers under sub-contract of the
Bullock Engine Company.
THE ROLLING STOCK
consists of ten St. Louis Car Company's motor cars and
four of Lamokin's make. All are 25 feet over all and
mounted on Brill trucks. Six more cars are under way
at the American Car Factory, to be mounted on McGuire
trucks and Cushion car wheels. The motors under the
cars are of the Detroit Standard .system, double reduction,
furnished with the Detroit Company's new patent con-
trolling switches, by the use of which it is impossible for
motornien to "get switched" between points, thereby pre-
venting the burning of switches. The motors run
182
^g^^lt;,'(i)^ ^^v^
smoothly and quieth' and have given no occasion for
repairs; in fact, so firm is the Racine people's faith in the
equipment that no repair shop is contemplated.
The fine offices of the company are herewith illustra-
ted. Beneath the offices are located the neatly appointed
waiting station and a compact cashier's office and a large
vault.
The officers of the company are : C. H. Holmes, pres-
ident: J. E. Dodge, secretary, and Allen Shewman, gen-
eral manager.
DR. C. H. HOLMES
is about 40 years of age and a native of Anderson, Ind.
His education was acquired at the Indiana State Univer-
sity and his medical degree in Rush Medical, Chicago.
After practicing his profession four vears, electricity
became so attractive to him that he turned from the
scalpel to the dj-namo, going to St. Louis, where he was
chief organizer of the Municipal Electric Light & Power
Compan)'. After setting this company on the high road
to success he retired, taking up the electrical supply-
business at St. Louis, furnishing the above named com-
pany. Going to Racine in 1890 with Mr. Hathaway, he
then became a fullv reformed doctor and is able to cor-
rectly diagnose the sj'mptoms of non-dividend-paying
roads and apply the proper remedies, as his successful
career shows.
ALl.EN SHEW.M.\N
was formerly a lawyer, born at Kokomo, Ind., in 1S64.
After studying at the Terre Haute Normal he was grad-
uated from the law department at Ann Arbor in 1885.
After practicing four years at his home, and after a large
experience in Te.xas real estate, he became associated
with Dr. Holmes in the electrical suppl}' business. Find-
ing his vocation in railway work, he spends his time in
exemplif3'ing the new but true maxim that railway man-
airers are both born and made.
THE CHICAGO AND EVANSTON ELECTRIC
RAILWAY.
CONNECTICUT'S COMPETITION.
THE consolidation known as the New York, New
Haven & Hartford is making a light against the
extensive electric sj-stems that bid fair to become
strong rivals. A bill is before the legislature asking for
a street railway commission to supervise this line of busi-
ness, and a joint committee of steam and electric men will
trj' to prepare a mutuall\- satisfactory arrangement which
will also be submitted to the same body of law makers.
The consolidated does not oppose local lines, but rises in
earnest protest against the long paralleling of steam lines.
The steam people will therefore vigorously oppose the
longer interurban lines. It might be well for the steam
men to reflect that all the legislation possible will not pre-
vent the inevitable. Know all men by these svmptoms
that there is a new era in electric traction now beginning.
THE long fought battle for a franchise has been
ended by the city of Evanston's recent grant of
extensive rights to the Chicago & North Shore
Street Railway Company-.
The hne which will connect the beautiful suburb to the
metropoHs must needs be of the most modern and beauti-
ful construction and a glance at the list of contracts
already let will show that no details will be left unfin-
nished. The line will make connection with the North
Chicago cable.
Iron poles, both center and side, will carry the trolley
wire and 27 miles of 0000 and 000 feeder will be used.
The American Construction Companv, of Chicago,
has the contract for the track construction, using Johnson
85-pound girder rail on electrically welded chairs.
The power station will be 100 feet front by 230 feet
deep, situated on Evanston avenue near Ardmore. The
style of the construction is Italian Renaissance.
The General Electric Company has the contract for
the electrical equipment, which will consist of two, 450-
horse-power generators, switch boards and wiring. The
California Construction Company will furnish their well-
known rope transmission and three 250-horse-power
Heine boilers will furnish steam for 450-horse-power
Wheelock engines.
The rolling stock now under contract will consist of 26
closed iS-foot cars and 16 open cars 24 feet in length.
All mounted on McGuire trucks.
It is expected that the city end of the line will be in
operation b}' April 25 and the remainder of the system
by June 15. The American Construction Companv has
all the necessar_v hustle to do this big contract on short
notice and will have a large army of workmen on the
tield.
Geo. W. Maher, of Chicago, is llie architect of the
power house. B. J. Arnold, of the General Electric, has
charge of the engineering and Mr. McLimont is superin-
tendent of construction.
THE INDIANAPOLIS FROG AND SWITCH
COMPANY.
'• Youk'e OIF THE trolley" is a classical expression
occurring in one of the plays now being presented in this
city.
THIS enterprising compan)-, so well known to all
street railway as well as to steam road men, has
just completed their new factory at Springfield,
O. The new shop is a tremendous affair, 60 by 800 feet
in dimensions, built of brick and fitted with all the im-
proved machinery for e.xecuting the largest orders for
street railway switches and crossings.
The great increase in their trade during the last year
necessitated this addition to their facilities. Among
several large street railway orders now in the hands of
the workmen are extensive contracts for the Memphis,
Tenn., Street Railway Compan}- and the Chicago City
Railway.
133
HALF FARES.
Interesting Facts from all parts of the Country
Boiled down for Busy Readers.
President B. F. Ghen, of the City Passenger, Read-
ing, Pa., has applied for new charter under title of the
Reading Traction Company.
Ex-Mayor Grant has sent out his circulars as presi-
dent of the Railway Advertising Company. They will
advertise in Broadway surface cars.
The tramways company of Sheffield, England, received
$96,340 last year and spent $71,330, leaving a net profit
of $25,010. A 4 per cent dividend was paid.
An automatic street indicator geared to the car axle
has been testing in San Francisco, and is reported a suc-
cess. Such devices heretofore have all proved failures.
The big storm recently in Ottawa, Canada, required
the electric railway to use 1,000 horse-power to keep the
equipment in motion. Thirty teams were also at work
removing snow from the down town districts.
Southern enterprise at Florence, S. C, will soon have
an electric railway. The entire plant of the Columbia
Street Railway has been bought by the Florence &
Suburban. The plant consists of 4^4 miles good, new
track and six cars.
President C. T. Yerkes, of the North and the West
Chicago cables has rejected the design of Sculptor Kelly,
of New York, for an heroic representation of " Sheridan's
Ride," for Union Park, Chicago, and has decided to open
the design to competition.
Dr. Mary Walker has boldly and equivocably gone
on record as an opponent of crinoline on the grounds that
it interferes with rapid transit. Dr. Mary has just cele-
brated the silver anniversary of her enfranchisement to
'pants' and she ought to know.
The Lowell & Suburban Street Railway Company
used a harrow with good effect during the winter to
loosen ice and snow between the tracks. The harrow
was to all appearances the ordinary agricultural imple-
ment, but equipped with a dozen 18-inch teeth.
An extensive plan for a net work of interurban lines in
Northern Ohio will embrace Youngstown and other
larger cities. The Canton-Massillon line will be extended
to Alliance. The Warren-Niles line and the Youngs-
town-Niles line will probably be built this summer.
The mendacity of mean men on the line of the Staten
Island Rapid Transit Company, of New York, will prob-
ably cost honest people their commutation privileges.
The company sells fifty-four tickets for $3.00 to those
who earn less than $7.00 a week. Some higher salaried
people have made poverty affidavits and the company
threatens to withdraw the privilege.
The proposed high speed line between Buda-Pesth
and Vienna has recently been severely criticised by J.
Kareis, a well known Austrian engineer. Mr. Kareis
sa\'s that the mechanical details are not wanting, but that
the traffic, 200,000 annually, will not warrant the outlay.
Anthony N. Brady, the New York millionaire and
street railway magnate, began life 48 years ago. He was
the son of poor parents and made the greater part of his
fortune in the last five years. He recently put down his
check for a cool million for the purchase of the Lexington
a\-enue line, New York.
Snow, cold weather, and want of fuel has played havoc
with the expenses all over the country for the past month.
On February 8, the Grand Rapids Railway had fifty
miles of track without a car on account of the coal famine.
Nearly all the large factories in the town were shut down
and the domestic supply itself was in danger of exhaus-
tion.
Hicii Kicking has been severely condemned by many
good people, and now the Nebraska courts have held a
street railway in that state responsible for the death of a
driver who was killed by aright-hand-back-foot shot from
an ugly broncho which rebelled at drawing an overloaded
street car. The deadly trolley will have to look to its
laurels now.
C. F. Holmes, general manager of the Kansas City
cable, has received merited praise from the citizens and
press for his active services during the recent hard storms.
The cable line was kept open during the most severe
weather. Once Mr. Holmes appeared in rubber boots,
leggings, macintosh and cap, driving a pair of mules to
the sweeper. It is gratifying to know that his efforts
were appreciated.
Albert I. Fay, of Minneapolis, has invented a con-
duit system of electric railway not unlike many which
have gone before. Across a shallow conduit are placed
the ties, and on these the copper conductor. Two slot
rails over the conductor form a second and smaller con-
duit. The difficulty, amounting practically to inability of
cleaning his lower conduit, would alone seem to make the
method a failure.
Cold as is cold. — Wallace D. Dickinson, superinten-
dent of the Great Falls, Montana, Street Railway, when
calling at the Review office, laughed at the reported cold
in the eastern states the past winter. At one time the
thermometer fell to 54 degrees below zero, and for a time
made no effort to get up again. For two weeks the
highest register at any time was 10 below, while during
several days the warmest was 20 degrees below zero.
At one time Mr. Dickinson found it necessary to use two
drivers to a car, working them in lo-minute shifts. His
cars are equipped with Carpenter electric heaters, and
while on the coldest days it was not found necessary to
leave the front door open, still the results were very satis-
factory.
134
The Boynton Bicvcle system of transit makes a
proposal to New York City to introduce this method of
traction on an elevated plan. In 1891 the Street Rail-
way Review illustrated Mr. Boynton's patent and the
contributor of an article on "Rapid Transit in New York"
spoke of the advantages of this method on certain lines.
Mr. Boynton's will probably not lighten the surface tran-
sit to any serious degree.
Over 5,000 shares of stock in the lines operated
by the Belt Line Company, of Washington City, were
sold recently at $55 for $50 shares. Some stock brokers
say that the sale was made in the interests of the Phila-
delphia syndicate. It is also rumored that a controlling
interest has been secured in the Metropolitan and in the
Columbia roads. These interests will be placed under one
management. It is thought that these lines will soon be
equipped electrically.
Hon. S. W. Fordyce, a prominent steam road man of
St. Louis, has been elected president of the Little Rock
Electric Railway Company. Since the road is again in
the hands of the stockholders, it is hoped that it may be
placed on a firm footing. The road is a good property,
well constructed, economically and mechanically, and
ought to be able to live until the public is educated to its
advantages. A consolidation of the town lighting inter-
ests is being financed.
The Gener.\l Electric Co:\ip.\ny are again the
victors in the lamp patent litigation. The remarkable
evidence brought in by the Beacon Company at the
eleventh hour, claiming the invention and use of the incan.
descent lamp twenty years prior to the Edison patent was
overruled by Judge Colt, of Boston, who says in his
decision: "The presumption of novelty arising from the
tyrant of the patent is not to be overcome except upon the
most clear and convincing proof."
WooNsocKET, R. I., has granted the Woonsocket
Street Railway Company an exclusive franchise for co
years. The street railway in return will pay i per cent
of its gross earnings to the city for the grst year, 2 per
cent for the next year and 3 per cent for the remainder
of the time. Legislative consent is already obtained for
an increase of stock to $400,000 with permission to issue
$400,000 in bonds. It is proposed to extend the line to
Uxbridge. Mass., taking in a number of villages and
towns.
A POWER house 89 by 125 feet in dimension with
double pitch roof, is to be built by the Berlin Bridge Com-
pany, of East Berlin, Conn., for the Worcester, Mass.,
Traction Company. The boiler room will contain nine
6-foot boilers, made by the Stewart Boiler Works, of
Worcester. The Lake Erie Engine Company, of
Buffalo, will put in five high speed compound condensing
engines of 500-horse-power each, direct coupled. Five
500-horse-power General Electric generators. The Fi^:ld
Engineering Company has the contract.
R. B. PiERi'ONT, well known as the former manager
of the Gould & Watson Company, Chicago, and now a
member of the banking firm of Longstreet, Pierpont &
Company, and Jas. W. Longstreet, nephew of President
Longstreet, of the American Street Railway Association,
will establish a restaurant at the corner of Sixty-third
street and Madison avenue. It will be called the Boston
Cafe. Mr. Pierpont will be manager. It will be opened
April 18, and all street railway men will find the warmest
welcome and the best fare.
A R.\THER difficult situation confronts the street rail-
way men of Montreal, resulting from the passage, after a
stormy meeting of the city council, of the by law award-
ing the contract for an electric railway from the city to
St. Louis de Mile-end, to the Montreal Street Railway
Company, throwing out the grant to A. J. Corriveau.
Notwithstanding this Mr. Corriveau will proceed with
the road under a former contract and carry the matter to
court. Ground has been bought for a power house, and
engines and boilers of 1,000-horse-power will be put in.
We can't swear to the veracity of the story, but it is
said that a long-suffering conductor in Cleveland recently
cured a certain man of a bad habit. The man in question
always appeared with a $10 bill on the early morning
trip, and the conductor not being able to change it paid
the fare. The fifth morning the worm turned and when
the bill was offered the conductor said, "Certainly, sir,"
and pulled out a heavy bag from under the seat. "Here's
yer change, sir. It's all right; I counted it." And before
he knew it the astonished traveler was the happy possessor
of $9.75 in pennies!
An interview, published in the New York World, con-
tains the news that the patents "secured by Geo. F. Green,
of Kalamazoo, Michigan, who died last year, have been
bought by the General Electric Company, of O. S.
Kelley, of Springfield, O., the assignee of Green. These
patents were filed in 1879, but rejected on technicalities,
but finally secured to Green, December 15, 1892. F. B.
Fish, of Boston, is said to have been the counsel for the
buyers. S. D. Greene, assistant manager of the General
Electric, is reported as the informant of the World, and is
quoted as saying that the " patents cover broadly the
overhead trolley system as used by all electric roads."
The 250 miles of track operated by the Twin City
Rapid Transit Company were buried under from two to
ten feet of solidly packed snow during the storm the last
of February. In some places the cuts were above the
car roofs. The blockade cost the company in the neigh-
borhood of $10,000.
The Nationalist Club, of Indianapolis, has settled the
rapid transit question again. They would rent the streets
at $1,000 a mile per annum. After 1901 the city
would then buy back the plant and operate by means of
ward politicians.
135
LIVERPOOL OVERHEAD RAILWAY.
The first Elevated Railway to use Electricity in Europe — The Largest of its kind in the World— A Mag-
nificent Structure with Splendid Construction and Perfect in all its details — Tilting
Bridge Spans— Automatic Electric Block System of Signals.
BV J. H. WOODWARD, C.
THE most noted electrical event which has occurred
in Europe in a long time was the opening,
on February 4, of the electric elevated rail-
way in Liverpool, locally known as the Liver-
pool Overhead Railwaj'.* A large attendance of notables
graced the occasion, and the machinery was set in motion
by the Marquis of Salisbury, who delivered an appropri-
rapid communication between all the docks lying along
the river. The railway is carried overhead for its whole
length, with the exception of about 270 yards, where it
passes on an embankment under an already existing line
belonging to the Lancashire & Yorkshire Railway Com-
pany. The structure is built up almost entirely of steel,
several novel features having been introduced, both in the
SCENES FROM THE LIVERPOOL OVERHEAD RAILWAY.
BOGIE TRUCK. SECTION OF ELEVATED TRACK,
TWO CLASS COMPARTME.VT CAR. COLLECTOR SHOE AS ATTACHED TO TRUCK.
ate address. Among other speakers were the mayor of
Liverpool and .Sir William Forwood. The inaugural trip
passed off successfully and was witnessed by thousands.
The railway as at present completed, consists of a
double line of rails of the ordinary 4-feet 8'^-inch gauge,
extending for a distance of six miles over the Mersej'
Dock Board's Estate, and intended to give a means of
*A full description of construction will be found in The Street
Railway Review for August, 1891. In 18S7 parliament authorized
the Dock Board to construct the line, which for the nio&t part is over
their own property. In January, iS88, the Dock Board agreed to build
the road and lease it for 999 years to the Liverpool Overhead Railway
Company. Construction began July, 1890; line was formally opened
February 4, 1893. Structure contains 25,000 tons of metal, and cost
complete $3,500,000,
design itself and in the method of erection employed.
Special mention should be made of the tilting bridge,
by which two spans' lengths of the railway can be tilted
to allow the passage below of very large boilers, etc.
The whole works have been carried out under the
direction of Sir Douglas Fox and J. H. Greathead, the
consulting engineers to the Liverpool Overhead Railway
Companj'.
Throughout the greater part of the line the gradients
are easy, though where it comes to the embankments to
pass under the other line there is a dip having a gradient
of I in 40. The smallest curve has a radius of six chains.
Fourteen stations give ample provision for taking up and
setting down passengers; the maximum distance between
136
any two stations being 1,200 yards. The stations in the
citj-, at the center of the line, are more frequent, those at
Pier Head and Jarvis street being only 300 yards apart.
After very careful investigation on the part of the direc-
tors and engineers it was decided to adopt electricity as the
motive power, and also for working the signals and light-
ing the stations.
The contract for the whole of the generating plant,
conductors, rolling stock, signals, etc., was placed with the
Electric Construction Corporation. Ltd., of London and
Wolverhampton, and has been carried out by them under
the personal direction of Thomas Parker, their chief engi-
which is brought in trucks over the boiler house and dis-
charged directly into the hoppers feeding the stokers.
The engines are four in number, of the horizontal coupled
compound t3-pe, each capable of indicating 400 horse-
power with 120 pounds steam pressure, at 100 revolu-
tions per minute. The cylinders are i5J^ and 31 inches
diameter, 36 inch stroke. Corliss valve gear is fitted to
both cylinders, securing good regulation in speed with
the rapidly varying loads which all engines are subject to
when used for driving electric railways. The flywheels are
14 feet diameter, grooved for nineteen i^ inch diameter
ropes. The exhaust steam from the engines is taken to
INTERIOR POWER STATION LIVERPOOL OVERHEAD RAILWAY.
neer. The constructors have supplied a generating plant
and conductors capable of running a three minute service
of trains throughout the whole line, each train weighing,
with passengers and motors, about forty tons. The six
miles has to be run, including stoppages at each station,
in thirty minutes, this necessitating a maximum speed of
twenty-five to thirty miles per hour.
The generating station supplying power for working
the whole line is erected at the Bramley-Moor dock, the
site being close to the railway and about the center of its
length. Steam is provided by six Lancashire boilers
eight feet in diameter and thirty feet in length. These
are fitted with mechanical stokers, conveyer, and all
appliances for the economical use and handling of coal,
a separate surface condensing plant, the circulating water
for which is obtained from the dock adjoining the station.
Two sets of condensers are installed, each capable of
dealing with the steam from three of the main engines
working under full load. Auxiliary engines are employed
for driving the boiler feed pumps, stokers, conveyer and
scrapers of fuel economiser fixed in the main flue. All
steam and feed pipes are arranged to give a duplicate
service between the engines, boilers and pumps.
Each of the main engines drives by means of cotton
ropes, an Elwell-Parker continuous current dynamo, giv-
ing 500 volts, 475 amperes, at 400 revolutions per min-
ute. The magnets are two pole, of the double horse-shoe
type, fixed vertically, divided on the horizontal line, so
g^Kfe^^Mlt^^yuiw?
137
that the top half can be lifted off to allow of examination
or removal of the armature. The pulleys are carried
between two bearings, and a coupling inserted between
the pulley and armature shafts allows the latter to be
taken out without taking off the ropes, dismounting the
pulley, or interfering with the set of the bearings.
The current is carried from the dynamos by under-
ground cables to a switch board, where all the machines
couple in parallel onto omnibus bars. An ammeter,
voltmeter, double-pole automatic magnetic cut-out, main
switch, and regulating switch with resistance coils is pro-
vided for each machine. The main current on its way
to the line passes through another automatic magnetic
cut-out. The conductor along the line from which
motors draw their supply consists of a steel channel car-
ried upon porcelain insulators in between the ordinary
raUs. The steel was specially made so as to secure a
high conductivity, and has a section of four square inches.
The surface of the channel is about one inch higher than
the tops of the ordinary rails, and the lengths are jointed
together by copper fish plates. The return circuit is
completed through the ordinary rails, which are electric-
ally joined across the fish plates.
ELECTRIC BLOCK SIGNAL.
The carriages are mounted upon two 4-wheel bogies.
The length over end pillars is 45 feet, and width over side
pillars 8 feet 6 inches; centers of bogies, 32 feet; wheel
base of bogies, 7 feet; diameter of wheels, 2 feet 9 inches.
They seat 56 passengers. Each is provided with a
driver's box at one end, in which are fitted all the driving
switches and brake controlling levers. One of the bogies
carries the motor, the armature of which is mounted
directly upon the a.xle. The magnets are of the double
horse-shoe type, series wound. In addition to the bear-
ings on the axle they are supported at the ends by a
special arrangement of springs from the bogie's frame.
Ten revolutions of the motor armature are equivalent to
a car speed of one mile per hour, so that the maximum
speed attained is 250 to 300 revolutions per minute. The
ONE OF THE BOILERS.
motors when tested in the shops gave when at rest the
following torque efforts at the rim of the wheel (2 feet 9
inches in diameter) : —
With 30 amperes, 170 pounds.
With 50 amperes, 450 pounds.
With 60 amperes, 650 pounds.
With So amperes, 1060 pounds.
The brakes are of the Westinghouse pattern, supplied
with compressed air from a large receiver carried under
each car, this being charged at the terminal station,
where a compressing plant is installed.
The trains consist of two of the above carriages, con-
nected so that there is a driver's box at each end and a
motor on the leading bogie of the last car. There is no
shunting at the terminal stations, the driver simply chang-
ing ends. A gangway between the two cars affords a
clear passage through the train for the conductor. The
carriages are lighted by incandescent lamps, supplied with
current from the center rail.
The bodies are constructed with a gangway down the
center of the carriage, and the seiffs arranged on each
side, the entrance to the carriages being through side
doors. The interior is divided into three large compart-
ments and one small compartment for the driver. The
first-class compartment at one end provided with seat ac-
commodations for sixteen passengers is divided from the
second-class compartment by a sliding door. The second-
class compartments are divided by a partition with open
doorway, the seats arranged to accommodate forty pass-
engers.
138
The collectors consist of hinged cast iron shoes sup-
ported by, but insulated from the bogie frames, one to
each carriage. These shoes are made very much wider
than the conductor so that at the cross over roads they
will bridge across from the conductor on one side of the
ordinary rail to that on the other side.
At each of the stations along the line an accumulator of
, r~i , r-i ^^/^^ n r-i ,
^y^=^=^
CONDUCTOR RAIL COKNECTION.
54 cells is erected. A number of these are connected in
series and charged by current at 500 volts from the main
dynamo at the generating station. These batteries sup-
pi}^ current for lighting the stations and also for working
the signals. This is the first line of its kind upon which
a complete line of automatic electric signals has been
adopted. They are entirely automatic in action, each
MANNER OF INSULATING CONDUCTOR.
train blocking the section in the rear as it passes along.
To carry out the work several firms have been employed
as sub-contractors. The boilers, engines and other por-
tions of the steam plant having been supplied by John
Musgrove & Sons, Ltd., of Bolton; the carriages by
Brown-Marshall Companj-, Ltd., of Birmingham ; the
steel channel by the Shelton Iron & Steel Companj', Ltd.,
CROSS SUPPORT OF CONDUCTOR.
of Stoke-on-Trent. The whole of the electrical plant has
been manufactured under Thomas Parker's supervision
at the works of the Electric Construction Corporation,
Ltd., Wolverhampton. They also being responsible as
contractors for the complete plant.
The construction and equipment are all first-class, and
the work has been carried out to a most successful com-
pletion, reflecting great credit on all connected with the
enterprise. It has entered at the start upon a large and
profitable business, and is literally on the "high road to
success." As the volume of business to be carried will
ly
Oi^
■bp^..
1
^^kSS^ ^j^S^jst^
^^ ■
ONE OF THE STATIONS.
be large throughout the day, the results will command
unusual interest from elevated roads in this country.
Induced traffic in New Jersey is becoming a feature
of traction policy since the introduction of the trolley.
The Newark and South Orange Company has placed
under the distinguished consideration of the city fathers
of Newark a plan for the extension of several lines, one
of which will touch the new summer pavilion at the
" Neck." Here Sunday schools and social dancers will
picnic, and far from the maddening crowd Newark will
disport itself. The electric wishes to carry the crowd
and will probably get the privilege.
UNDER VIEW OF STRUCTURE.
" If this doesn't end soon I am going to go out and
lose myself," observed Rapid Transit Commissioner
Bushe of New York city, recently.
" In my dreams I see swarms of cranks displaying
plans for roads ploughing under the city; others built
on all the high church steeples; tunnels, viaducts, de-
pressed roads, 'L' roads, surface roads, transverse roads,
cables, trolleys and electric motors, all in a fearful jumble.
No wonder I look pale."
139
ELECTRIC TRACTION IN 1850.
/,:>.,
t
s
"llllireras
IT
.Jn^aic'itt/it itt 'EUitef-mmpxsrU
NOT many men have seen the toys of their youth
grow into useful products and blossom out into
world wide reaching industries, as has Dr.
John H. Lillie, of Los Angeles, California,
who, as far as we are able to investigate the annals of
what now is ancient history, seems to be the pioneer elec-
tric railway inventor in America. Contemporary with
the experiments of Morse in telegraph. Dr. John H.
Lillie, then residing at Joliet, 111., was deeply engaged in
electrical experiment, the most satisfactory of which was
an electric traction mo-
tor, the subject of the I
present sketch.
It was not until 1850,
however, that the patent
office issued the papers
which recorded as No.
7,287 the allegation of
an improvement in
" electro - magnetic en-
gines." The title page
of this interesting docu-
ment is reproduced here,
and may be the subject
of curiosity to the holder
of patent number four-
hundred- thousand- and-
something,if for nothing
else, to show the tre-
mendous strides of Am-
erican electrical industry
since this yellow and
faded sheepskin, No.
7,287, grew on the back
of a frisky spring lamb
of 1850.
The text of the patent
proclaims that the said
Lillie has invented a
new and useful machine
for electro- magnetic
power.
In brief, the invention
consists in the employment of a number of permanent
horse shoe magnets, compound or simple, revolving
on a wheel in front of an electro -magnet fixed sta-
tionary to a frame. Around the outside of the electro-
magnet was a helix of fine wire, " producing other
electro-magnets and destroying secondary currents in the
first magnet." The construction of the machine was
very simple, being a series of permanent compound U
magnets placed in a wheel in a radial position, the poles
projecting beyond the periphery of the wheel. On one
end of the axis of this wheel there was a larger spur
wheel driving two pinions. Break pieces, or commuta-
tors, were attached. The frame supporting the wheel
held two U-form electro-magnets, which were on a line
s^:
<,f^^^^>i,
TO ALL TO WHOIl THCSt LETTERS PATENT fH«U COUE
/'^•'^i^'iimuria^.^y^.l.il^
•'MMIS.HIQJIIIH .j^
>?;
J. A' /
-^*
'/- //.i^///
I— ^.*
radial from the shaft, one on each side. Around the
coils on the magnet were fine wires which secondary
coils were connected to the electro-magnets "to be mag-
netized by means of, and for the purpose of also destroy-
ing the secondary currents." The magnets were placed
to aid in the propulsion of the wheel. The break piece
was in two parts, one half being a conductor and the
other a non-conductor. The conductor half was con-
nected b}' means of a spring with the opposite cut off
shaft so as to be thrown alternately onto one or the other
of two insulated break
pieces, by which the
current was made to
pass in one direction or
the other through either
of the coils. One break
piece was connected
with the battery by
means of a spring
through a binding
screw. The other break
piece was connected
with the opposite bind-
ing screw b)' another
spring. One end of
each of the two prima- .
ry coils was connected
by a wire with the break
piece, or "current
changer," by means of
a spring. The other
end of these coils were
alternately connected
with the spring to close
the circuit by means of
a spring device. In the
quaint phrase of the let-
ters patent it is stated:
" By this arrangement
it will be seen that the
electro-magnets are
charged with opposite
poles to the permanent
magnets, and when the magnets are opposite their cen-
ters the poles are changed by the revolution of the brake
piece and the permanent magnets are repelled. It is
necessary to have the permanent magnets long, other-
wise their poles will be changed by a powerful current
in the electro-magnets."
The claim of "newness" made is, first, the employment
of induced electricity, inducing electricity in the second-
ary electro-magnets to be used as motive power in con-
nection with the prime mover, and to neutralize the sec-
ondary currents of the principal magnets formed by the
direct current from the battery.
The venerable inventor of this old-timer is now a resi-
dent of Los Angeles, Cal., at the age of So years. His
^,//.
,v.. A
LILLIE'S patent of APRIL, iS^O.
140
birth place was Montrose, Pa., and his medical degree
acquired at Cincinnati, O., in 1838, where his first inter-
est in electricity was aroused. His electrical work began
with some interesting designs in testing instruments,
making a delicate electrometer with which he substanti-
ated his belief in the electrical origin of cyclones. He
besides dipped into electro-therapeutics. Electric lighting
and insulation also claimed a part of his interests, although
he prosecuted none to commercial usefulness. The elec-
tro-magnetic engine above sketched, however, was the
most interesting of these affairs. In 1850 a 12-foot cir-
cular track was built at Hornellsville, N. Y., his then
residence, and upon it one of his engines was placed.
Later he built another and much larger one for P. T.
Barnum, the great showman, which was exhibited in
many places and attracted much attention. A Httle later
another on a larger scale was built at the request of Pro-
ON THE GRIP.
CHAPTER I.
DR. JOHN H. LILLIE,
fessor Henry, the famous curator of the Smithsonian
Institute, and exhibited in that collection. The last pub-
lic appearance of this early motor was at the late New
Orleans exposition about eight years ago, since which
time the tremendous strides of commercial electricity
have overshadowed it.
We take pleasure in showing an engraving of Dr.
Lillie, from a photograph taken especially for the
Review, and faithfully presenting the doctor's kindly
features as he appears in his old age, justly honored.
The good pastor of the first Baptist church of Min-
nepolis. Dr. Wayland Hoyt, recently preached a sermon
on the efficacy of prayer, and among other things said
that he thought a sad lack of the spirit of prayer perva-
ded the Twin Cities' Rapid Transit Company. Verily,
Doctor, there is as little prayerfulness on the part of the
company as there is in the remarks of the Minneapolis
kicker, and heaven knows the fearful lack there.
OF all students of human nature that study that
class of beings " a Httle lower than the angels,"
the street railway man on the back or front
platform has the most abundant opportunities. The
book agent's chance of seeing fifty people a day fades
into insignificance before the hundreds that touch thumbs
with the conductor or hail the driver several thousand
times each year.
To the street railway employe the fair sex has the
greatest possibilities for observation, and at a late meeting
of the literary club of the Chicago City Railway, A. D.
Perry, a gripman on the Wabash line, gave the assem-
bled brethren the benefit of his wide experience. Among
other things Mr. Perry observed:
We find, with the rest of mankind, that it is next to
impossible for a man to argue with a woman to show her
the error of her way. After all the logic, all the reason,
and all the examples in the category are exhausted she
will close the debate by remarking, " I kno-u/ it is so be-
cause I i-itow it's so." On this point she will stand out
against Webster's dictionary and the powers that be, and
the wisest course for a man to take is to drop the subject.
I think the reason for this is that a woman has an
inborn idea that a man is her natural and hereditary enemy
and thinks that any display of the guiding hand or neces-
sary authority is nothing more or less than an attempt at
tyranny. This is one of our most serious troubles, for no
explanation can smooth the ruffled feathers of wounded
pride. Next on the hst is a woman's superior knowledge.
It may be due to the century in which we live, or to the
higher education of women, but one thing is sure; any
woman that ever lived knows better how to do any par-
ticular thing than any man, or body of men, that ever
dared to breathe. These are the general characteristics
that cause women to be that which they are just because
they are so.
The first noticeable peculiarity of women in connection
with street car riding is the rear door attraction. Why a
woman persists in making a short-cut for the rear plat-
form to mount a car, I can't see, but she will do it. The
women in the car, of course, get out through the rear
door where, of course, there stand a half-dozen of other
women trying to get on. The conductor may plead,
" wait a minute, please, and let these people off." He
may at his peril recommend the front door as an avenue
into the car. The driver may try to assist the conductor
in directing their attention to the forward platform, but
the thought of every woman in the crowd is " that horrid
man is trying to order us." " Shall he tell us what to doP"
So we wait. Oh! that the female mind could grasp the
idea that the front door of a car was made for use and
not ornament. Oh ! that the female intellect could be sud-
denly enlightened on the old philosophical maxim that
two bodies cannot occupy the same place at the same
time and still be happy. It would beat Ayer's Hair
Renewer in taking the gray locks from our hair.
141
It is an old tale that no woman can mount or descend
from a street car properly, but why a woman who can be
so graceful in the drawing-room or at a ball should be so
awkward when attempting to get off a car is a puzzle to
me. If she attempt to gain time by getting off before
the car stops, nine chances out of ten she will swing off
backwards on the ground. Of course, she never gets
hurt badly in this original ground and lofty tumbling
act, but she musses her clothes and her temper, and, oh,
what a look at the man who says, "Just like a woman."
Having been reared in the country and being familiar
with rural affairs, I can only compare a woman's perform-
ance as she takes hold of a post on a grip car to a dog's
gyrations just before lying down. The dog makes sev-
eral turns and twists and finally settles, just as the woman
does, but with less force. As to jumping off the car, I
never saw a man yet who did not gaze with admiration
on one of the opposite sex who had learned this feat.
Down near Thirty-fifth street, one day, a young woman
rose from her seat on my grip just before the car stopped
and swinging out a little moved as if to jump. Four or
live men stretched out their hands to stop her as if she
had been an escaped lunatic, I yelled, as usual, " Wait a
moment, lady," but she was gone; gracefully, and with
not a little triumph in her eye she turned towards the car
as much as to say, " There, now, just say you saw a wo-
man get off a street car right, once in your lives."
No other accomplishment raises a woman in a man's
estimation as quickly as knowing how to get off a car
Many theories have been advanced for this inability of
women to retire from a car with grace and safety, but I
affirm the reason is that a woman starts for her destina-
tion regardless of everything exxept getting there. If the
car would stop so that she would face her destination as
well as the grip car she would not get off backwards, but
let the car go past her destination but one yard and she
turns her face in that direction, with fatal results to her
drapery and temper. Then her trail is in her way, and to
manage this portion of her clothing takes at least one
hand. When they begin to wear crinoline what will be-
come of us? The conductors will be continually reported
for crushing dresses, and " to sit closer, please," will be
a physical impossibility. There might be a volume writ-
ten on the subject of getting off a car, but our time is too
short.
A man's ability to get off a car is his particular pride,
but every woman that travels on a street car has a faculty
that not one young man in a thousand can boast — -but that
must go over until next month.
A BRAKE PROBLEM.
The University of Minnesota course in electrical en-
gineering is coming to be considered as among the best
in the country. This is owing, mainly, to the efforts of
Professor George D. Shepardson, whose name is not
unfamiliar to street railway men, and who is making
his institution, favorably situated as it is with a great sys-
tem near at hand, one of the centers of street railway
electrical engineering.
A READER of the Street Railway Review asks
the following question :
How many pounds are necessary to stop a 30-inch diameter steel
street car wlieel having three quarters of an inch flange and two inch
tread; brake shoe 12 inches long.
J. Archy Smith, mathematician at Chicago University,
sends us at our request the following solution :
If the wheel is to be stopped instantaneously, the speed
of the car is practically not a factor of the force necessary
to stop the wheel, nor is the shape or size of the brake
shoe. The friction at the brake must be equal to or
greater than the friction on^the rail, plus, of course, the
momentum of the wheel itself, which is, of course, insig-
nificant.
If the brake shoe and the rail are of the same material
and smoothness, the force applied to the brake must equal
the weight of the car.
The distance (in feet) that a car will slide on dry steel
rails after the wheels are stopped dead is obtained
approximately by taking ^ of the speed in miles per
hour; or a car traveling six miles an hour will slide about
15 inches, if the wheels are stopped dead.
If the wheels are not stopped dead, the distance that
the car will travel after the brakes are put on is obtained
from the following formula:—
Distance in feet = \\ -n.
Weight of car x speed in miles per hour.
Or weight on brake :
Weight on brake.
Weight of car x speed in miles per hour.
Distance in feet the car will travel.
These formula* are approximately correct only when
the car is stopped in short distances. They do not con-
sider the friction of the car's own machinery.
AN ELECTRIC CAR GRAND STAND.
A COMPANY has been formed at Madison, Wis.,
with a totally unique object. The scheme is the
pet child of Grant Lariber's inventive genius, and
proposes an electrical grand stand for race courses.
The stand is to be built with a seating capacity of
5,000 and will be modelled after an electric car. A
straight-away track, with as much dip as is allowed by
the racing association, will be constructed, and parallel to
it the car grand stand will run on three tracks. It will be
connected with the starters' stand so that at the fall of the
flag, horses, grand stand and all will begin the race sim-
ultaneously. Racing will be conducted by night as well
as by day. The company which has been formed, it is
said, includes some of the most wealthy men in Wiscon-
sin, and $100,000 in stock has been subscribed. The
track is promised to be in operation by July i, after
which Guttenburg, Roby, Hawthorne and Garfield might
as well shut up business. All that is lacking is a tele-
phone connection with Chicago to hear the shouts of the
traveling grand stand, a set of electrically operated pup-
pets to represent the horses, and an electric pool seller, to
make the plan, one to interest a monopoljs and racing
interests of the world will be syndicated and settled.
142
AN EXCEPTIONALLY GOOD RECORD.
WE are permitted this month to give our read-
ers that which the manager will most fully
appreciate, and what he is seldom able to
secure — a detailed statement of the earnings and expenses
of an electric line which has been in operation between
two and three years. As will be noted from the average
number of cars dail}', it is neither a large nor one of the
smaller lines. The system of accounts is carried out to a
ji
Coal Used pee Month.
1!
PS
6"
0
-■a
1"
1i
o
ill
gas
H
II
January --.
February --
March
April
May
June
July
August
September.
October...
November.
December .
22
23
23
24
a
24
24
24
24
29
31
31
710000
707000
67!M0O
717500
505900
359500
486900
624900
513300
723800
765050
761300
179000
2:i2300
113900
130200
181800
222700
130000
296100
710000
70rooo
072400
717500
684900
691800
600800
75S100
695100
94B500
893050
1057600
22903
24379
216*0
23916
22093
19726
19380
24353
23170
30532
29835
34116
1041.04
1108.13
943.04
996.50
920.54
821.70
807.50
1014.91
965.41
1052,52
962,41
1100.51
9.33
8.99
8 39
8,20
7.54
6.70
6.41
7.36
6.56
7.S9
7.57
8.37
$800.49
779.19
735.67
809.38
6!2.49
465,59
591.(10
724.10
696,30
950,07
971.46
101180
.01064
.00991
.00919
.00925
.00685
.00327
.00630
.00706
.00588
.00709
.00822
.00801
Average for ( .,,
12 months ) ""
762812
24692
987.28
7.76
754.79
.00779
STATEMENT OF COAL USED IN 1S92.
very satisfactory distribution and the statement shows a
road operated with great care of details and results
which are highly commendable to the manager. The per-
centage of expense is certainly very low, especially when
it is known that the service is even better than the size of
the town warrants. Of course the cost per passenger of
.0288 covers only the actual transportation and does not
include anything for interest on bonds or dividends.
Who can show a better record?
WILL MOVE MOUNTAINS YET.
BOILER moving by electricity is a new feature of
power house building at Buffalo, N. Y. The
boilers in question, which were intended for the
new power house, weighed twenty-seven tons, and two
electric cars furnished the power. Two pair of trucks
were placed on the track beside the boiler and upon them
a timber frame work was built. On this the boiler was
rolled and blocked and the electrics coupled thereunto.
When the Main street bridge was reached the coupling
to the cars was released and a 50-foot rope substituted,
so that the weight of the boilers and cars should not be
on the bridge at the same time. After this plain sailing
to the power house landed the boiler safely. The boiler
was built by Farrar & Trefts, of Buffalo.
It was snow and frost; now it will be rain, summer
cars and kids — that will furnish the kicker with food.
B a
O ^ N*
S 5
CO 03 to
fH
"&
s
;_j
^
•^
•^
;_,
v>
^
•^
•^
•_^
U
«
2 fe
8 "
o: w CO
15 to 13
Months— 1892.
MlLKAQK.
FASSENaSBB.
Average
per
Car MUe.
SSSSS^SSSSS
a s
e> o
CD Ot OD
s s
09 «l 00 01
0
=■
b
b
b
b
b
b
b
b
*g c
1
g
s
s
0
0
§
at
s
1
3
en 0
g s
ui 01 oi ot tn
£ £ S :i S
OD O 00 •-* ■-•
Sia »-• .ft.
M M M
C3 iK t« -1
§ !S S
rt s s
on O -1 CD
8 8 8
2 g S
^ & ■»■
S S 2 I
CO bi CO S
5 &
^ ^
Average
per
Car MUe.
Average
per
Car Mile.
Average
per
Car Mile.
Amount.
Average
per
Car MUe.
Amoant.
Average
Per
Car Mile.
to cc a*
I §
2 2!
-- O O Q
O OD S JS
S i g I
:3 2
g 2 S S 8 S
S S
S CO S
s s
Average
Per
Car Mile.
Average
per
Car Mile.
a 2
g o fc
m 0
^p
0
til
i>
H
\i
ffl
5 58
a n
Total Cost of Each Fare,
Percentage of Operating
Expense to Gross Earnings,
Number,
Average
Per Car.
O ce
He was a new conductor on the Georgetown and
Tenalley railway and wasn't on to the method of catch-
ing all the fares. But fearful lest the company should
carry any of the Americanship for nothing, he turned
about at the car door and shouted, " All yez as hasn't
paid yer fares, plaze hold up yer hands." The passen-
gers grinned, the motor man yelled and the pocket books
kept their mouths shut.
143
AT THE WORLD'S FAIR GROUNDS.
THE BIGGEST BOILER PLANT IN THE WORLD.
In common with all the other biggest things in the
world that will appear on the World's Fair grounds, the
boiler plant situated in Machinery Hall gathers about it
the full quota of interest due such a magnificent under-
taking.
This plant utterly eclipses anything ever seen before in
the mechanical world as an aggregation of power produc-
ers. The boiler room itself is a well lighted annex to the
hall proper. It is lighted from above by a double sky
light and has a visitors' gallery running the entire length
of the room. Beneath this gallery is space for piping and
storage. The length of the room is 850 feet and its
width is about 30 feet.
Our perspective view gives a good representation of
the batteries as they appear to the eye from a point in the
west end of the pit. The other two engravings show
water an hour. Now, turning to the other half of the
plant as represented in our engraving, part of the
National display is joined by five batteries of Campbell
& Zell boilers of Baltimore. Nine of them aggregate
3,750 horse-power and evaporate 112,500 pounds of
water an hour. Babcock & Wilcox here join the pro-
cession with five batteries of two each, giving 3,000-
horse-power and evaporating 90,000 pounds of water
per hour. Farther to the west and ending the plant are
two batteries of two each of the Sterling boilers of 1,600-
horse-power, evaporating 54,000 pounds of water an
hour.
The basis of contract made by the exposition manag-
ers is not commercial horse-power but evaporation, the
price being $1 77-75 pc thousand pounds evaporating
capacity per hour.
The magnificent showing which this immense power
PERSPECTIVE VIEW OF BOILER PLANT SHOWING PIPING SYSTEM.
more clearly the position of each battery together with
the details of the piping. Both the latter views are
taken from the center of the plant, one looking east and
the other westward along this Chinese wall of steel
fronts.
All of the boilers are of the water tube type and will
be run under a uniform pressure of 125 pounds to the
square inch. Fartherest to the east are located two bat-
teries of two Root boilers aggregating 1,500-horse-power.
These will evaporate 45,000 pounds of water an hour.
Ne.xt are stationed two batteries of two each of the Gill
type, aggregating 1,500-horse-power, intended to evap-
orate 45,000 pounds of water an hour. Heine's two bat-
teries of four boilers each come next. They will aggre-
gate 3,750-horse-power and will evaporate 112,500
pounds of water every sixty minutes. Near the middle
of the plant and abutting Heine's boilers stand two bat-
teries of two boilers each of the National type, aggre-
gate power 1,500 and evaporating 45,000 pounds of
plant will place before the mechanically-inclined visitors
at the Fair will undoubtedly make it one of the most
attractive points on the grounds.
THE OIL FUEL SYSTEM
in use is also on the largest scale, and several burners
have been invited to attend this heating jubilee.
The Standard Oil Company agrees to furnish all the
oil required at 72 J^ cents a barrel, delivered each day.
All arrangements for the tanks and pipes have been made
agreeable to the rules of the Underwriters' Association.
The storage tanks are twelve in number and hold 11 2,500
gallons. Every possible precaution has been taken to
prevent accidents, and no trouble is even remotely hinted
at by even the most obtuse kicker. All the pumps are
located very close to the tanks. From the storage tanks
the oil is pumped into a stand-pipe 30 feet high and 30
inches diameter, connecting direct to the boiler, thus
maintaining an equalized pressure of from se\en to eight
144
pounds. A feed pump, feed water heater, two 40-horse-
power engines, two vertical boilers and two Snow oil
pumps are used, one always in reserve. Double suction
connections enable one pump to deliver oil to the stand-
pipe or boilers while the other is reversing the operation,
or in case of accident empt3'ing the storage tank or stand-
pipe.
A single 5-inch wrought iron pipe connects the stand-
pipe with the boiler house. This is laid in a straight Hne
3,200 feet, between the oil-pump house and the center of
the boiler house. A 2-inch steam pipe parallels the 5-
inch oil pipe to the boiler house, for the purpose of keep-
piping and connections are behind the boiler fronts. The
Nationals have a new design in setting the burner, inclin-
ing it a little downward, so that the flame is directed well
into the arch. A header of 2-inch pipe is run over each
battery of boilers, from which the burner connections are
taken off. These headers are provided with separate
i}^-inch connections, with the boilers independent of the
main steam connections, and the headers over each bat-
tery are cross connected by a 2j4-inch pipe running the
entire length of the boiler room, so that if any boiler has
been shut down it can be started from any other in the
plant.
EAST HALF OF BOILER PLANT.
ng the oil liquid during the severest weather. A small
steam coil is also placed in the storage tank.
At the boiler house the supply pipe branches, running
in both directions, with off shoots to reach battery of
boilers. The main is laid in a wooden box, covered with
removable iron plates. Each boiler maker has the right
to select his oil burning system, with the approval of the
engineer. So far, it is known that the Root, the National
and two of the Heine boilers will be supplied b}' the Reed
burner. The Armstrong burner will be put on all of the
four Gill boilers (Stearns Mfg. Co.) and the International
on two of the Heines'. The Hydro-Carbon burner will
probably be represented. On the National and Gill boil-
ers the burners are placed inside the fire door, and all
THE PIPING SYSTEM
is now already finished, and is as mighty as befits this
mammoth plant.
EXHIBITS AT THE TRANSPORTATION BUILDING.
Exhibits now qualified and ready to come out of dur-
ance vile in the warehouses are more numerous than
last month, and include the following firms, together with
the nature of their displays, as corrected to date by T.
Hacksworth Young, of the railway department.
J. L. Pope, Cleveland, pressed steel elevated railway
tackle block; Porter Tramway Switch Company, Cleve-
land, switch, track and motor; Rehable. Manufacturing
Company, Boston, patent sand box; Standard Fireless
146
Engine Company, Chicago, ammonia motor; Genett Air
Brake Company, air brake; International Register Com-
pany, fare register; Johnson & Co., Johnstown, Pa., rail
and appliances; J. M. Jones' Sons, West Troy, N. Y.,
two electric street cars; Geo. M. Ludlow, Elgin, 111.,
model of electric railway car; McGuire Manufacturing
Company, motor truck; Morton Steam Heating Com-
pany, Baltimore, Md., storage steamheaterfor street cars;
Jasper Murray, Cleveland, O., anti-friction street car
brake; A. O. Norton, Boston, screw jacks for street car
shops and barns; Pullman Palace Car Company, street
cars; Robert A. Parke, New York, compressed air street
car; Peckham Motor Truck & Wheel Company, Kingston,
N. Y., electric motor truck; Price Railway Appliance
Company, Philadelphia, track construction; Snider Com-
bination Car Company, Chicago, car; Steel Motor Truck
Naptha Motor Company, Englewood, 111., street motor
Geo. Craddock & Company, Wakefield, England
samples of new and worn cable; Duplex Track Company,
New York, track; Elevated Suspension Electric Railway
Company, Chicago, model; the Frost Veneer Seating
Company, New York, seats. The list is rather shortened
by a division of display with the electricity department
and the number of displays made in connection with
rapid transit specialties on the grounds.
Germany and France are the only foreign nations ask-
ing admission to this department and their exhibit consists
mainly of various types of steam motors.
THE MACKAYE SPECTATORIUM.
It was many years ago that Wagner attempted to
stage his operas on a scale of magnificence never before
WEST HALl- OF BOILER PLANT.
Company, Cleveland, motor and gear; John Stephenson
& Co., Ltd., New York, one cable, one electric car and
appliances, historical photographs; St. Louis Car Com-
pany, St. Louis, car and car wheels; Thomas & William
Smith, Newcastle-on-the-Tyne, England, cables; Taylor
Electric Truck Company, Troy, N. Y., electric car truck;
B. E. Tilden & Co., Chicago, motor replacer and wreck-
ing outfit; Harris A. Wheeler, Chicago, street car seats;
E. H. Wilson Co., Philadelphia, two street cars, gates
and equipment; Wm. Wharton, Jr., & Co., Philadelphia,
street rail material and track.
Albert & J. M. Anderson, Boston, electric railway, fix-
tures and specialties; Bass Foundry & Machine Works,
electric motor castings and machinery; Brownell Car
Company, St. Louis, cars and appliances; Cushion Car
Wheel Company, electric motor car wheels; Chicago
attempted. His partial success was due principally to the
insufficiency of the mechanical arrangements. In the
Columbian year, however, science, art and mechanics
has so far advanced that the most stupendous illusions
are attempted without the slightest misgivings.
The McKaye Spectatorium will be without doubt, next
to the Fair itself, the greatest drawing card near Jackson
Park. This marvellous attempt is thoroughly backed
by Chicago's solidest men, planned by Steele MacKaye
and finished in the mechanical details by the Hill Clutch
Works, of Cleveland, under the direct supervision of H.
W. Hill, with his extensive theatrical knowledge coupled
with a complete knowledge of mechanics.
The spectatorium proper will be a series of revolving
views, representing among other things the Columbian
panorama. No ordinary stage "business" will suffice for
146
this greatest show on earth. The winds are real pneu-
matic wonders, the rain descends in aqueous torrents, the
mountains are So feet high. The companion ships of
Columbus are life size models and Columbus plants real
corn in real ground. Sunlight, twilight and starlight, in
their succession grow on the gazer's mind and eye. To
come down to cold facts the idea will cause the invest-
ment of $1,000,000. The seating capacity of the con-
struction will be 9,000, with a building frontage of 480
feet. The stage is the sector of a circle 700 by 130 feet.
The scenes will be driven on cars over 14 tracks at a
slow speed, as over 600 tons of scenery must be moved
SOUTH ENTRANCE — ELECTRICAL UUILDING.
at one time. Some of the moving scenes will carry as
high as 240 people and 40 horses. The governing
arrangements will be controlled by one man seated
before a number of levers contained in a space about two
feet square. The shafting and transmission machinery,
of which there will be about 300 tons, will be furnished
by the Hill Clutch Works as well as 300 feet of shafting,
the most of which will be eight inches in diameter. Thirty-
six Hill friction clutches and a car load of cut gears will
be required. A 300-horse-power Hamilton-Corliss will
furnish the power.
THE MOSHER LAMP.
ONE of the most interesting exhibits at the late
Electric Light Convention at St. Louis, and a
particularly attractive display for the street rail-
way men present, was that of the new Mosher clock feed
arc lamp, style c, 12. This lamp is adopted for use on
direct current circuits, and excited the greatest interest
of those believing in the future of the arc lamp under
such conditions.
The Mosher Company, whose factory and offices are
at 125-127 E. Ontario street, Chicago, have received
flattering testimonials as to the substantiation of their
claims.
The lamp is provided with a compound rheostat and
cut out. The rheostat is mounted on the lamp, one wind-
ing being a very low resistance and in circuit continu-
ously. The other is equal to the resistance of the arc of
the lamp when burning, and is automatically cut in cir-
cuit, when for any reason the arc is broken.
G. L. Reiman, president, and John A. Mosher, inventor,
were at the convention with this new and attractive light.
STREET RAILWAY PATENTS.
Selected list of patents relating to Street Railway Inventions, granted
during the past thirty days, reported especially for the Street Railway
Review, by Munn & Co., Patent Attorneys, 361 Broadway, New
York, N. Y.
ISSUE OK FEBRUARY, I4, 1S93.
Removable caps for street railway rails, J. A. Eno, Newark, N.J 491, 53S
Train car, John Stephenson, New York, N. Y 491,608
Electric Locomotive, S. H. Short, Cleveland, O 491,666
Directly connected motor'for cars, S. H. Short, Cleveland, O.. 491,667
Series system for railways, G. L. Thomas, Brooklyn, N. Y 491,691
Electric locomotive, T. B. Rae, Detroit, Mich 491,857
Compressed air motor for propelling wheeled vehicles, J. Karnes
Philadelphia, Pa 491,892
Cable grip, A. O. Babendrier & F. P. Davis, Baltimore, Md 491,934
Car brake handle, C. D. Lyon, Lynn, Mass 491,969
ISSUE OK KEBRUARY 21, 1893.
Electric motor and controlling apparatus for cars, J. V. Capek,
New York, N. Y 491,982
Electric railway trolley, A. Dickinson, Darbaston, England 491,988
Turn table, G. Van Wagenen, New York, N. Y ., 492,069
Apparatus for shipping and unshipping cable car grippers, J. H.
Pendleton & C. Tiers, Brooklyn, N. Y 492,103
Conduit railway, F. B. Rae, Detroit, Mich 492,106
Supplementary truck for street cars, B. Price, Brooklyn, N. Y. 492,230
Cable gripper, J. Walsh, Jr., Philadelphia, Pa. 492,248
Conduit electric railway, F. VV. Brann, Oakland, Cal 492,265
Street car motor, J. A. Currie, Springfield, 0 492,274
Steel rails for use on common roads, G. M. Ramsey, Clokey, Pa 492,365
ISSUE OF FEBRUARY 28, 1893.
Closed electric conduit for railways, A. Ileiser, Chicago, Ills... 492,398
Car fender, ]. Nagle, Clarendon, Ark 492,423
Electric railway block system, F. O. Blackwell, Boston, Mass.. 492,547
Interlocking rail chair, W. M. Brown, Johnstown, Pa 4y^i45S
Railroad rail and chair, H, C. Evans, Brooklyn, N. Y 492,4''4
Tramway switch, J. Y. Porter, Cleveland, 0 49-'472
Multiple switch for overhead trolley lines, W. H. Brodie, Brook.
lyn, N. Y 492,5=6
Cable support, G. P. Wern, Brooklyn, N. Y 49^.648
Conduit electric railway, J. H. Bates, Hoboken, N. J 49^.737
ISSUE OF march 7, 1893.
Street car, J. O. Adsit, Hornellsville, N. Y 492,882
Joint box for the joints of street railways, E. O. Evans, Cincin-
nati, 0 492.8S5
Safety guard for cars, N. C. Bassett, Lynn, Mass 492.93=
Truck for electric locomotive, J. C; Henry, New York, N. Y... 493,089
Electric railroad danger signal and bell, P. Seeler, San Fran-
cisco, Cal 493.125
Elevated railway, J. G. D. Tucker, Perrysville, 0 493.14=
Trolley wire support, T. E. Head, Toledo, O 493.= '=
147
THE INVENTION OF THE CABLE RAILWAY.
Suggested by an Accident — Early Discouragements and Trials— The Trial Trip made at 4 O'clock in the
Morning in a Dense Fog— Nearly 700 Miles in Operation in this Country at the
Present Time— Portrait of Andrew S. Hallidie, the Inventor.
IT was during the winter months of 1S69, that a young
man with a kind but determined face paused in his
rapid walk to watch an overloaded street car start
up one of the steep hills of San Francisco. A cold
rain had been falling all the day, and impatient men and
women had crowded the little car to its fullest capacity,
until there did not seem room even for the proverbial
"one more." Slowly and with the unmost difficulty did
the five horses start the car, and inch by inch ascend the
steep incline — so steep one could with difficulty mount it
on foot. When half a block had been covered, one horse
slipped on the smooth cobbles with which the street was
He at once set to work to adapt the same system to
the propulsion of street cars up the scarcely less steep
hills of his city. The proposition called for an endless
wire rope, carried underground, but to which a car could
be attached or disconnected at will. In one year Mr.
Hallidie had worked out the problem to his own complete
satisfaction. The next step was to secure the necessary
capital to demonstrate that system. As with so many
other great inventions, people laughed at the scheme, and
nobody could be found who would put a dollar into it.
These discouragements only served to made Mr. Hallidie
more determined than ever, and at his own expense a
THE FIRST CABLE TUAIN — TAKEN A FEW DAYS AFTER THE OPEKING OF THE ROAD.
paved. The driver instantly applied his brake, but with
such force as to snap the chain. The car at once began
to slide backwards, down the hill, dragging the bodies of
the unfortunate horses over the stones, until the car
reached one of the "levels" of a cross street, where citi-
zens succeeded in stopping it. As the young man
assisted in releasing the bleeding, mutilated animals from
their traces, he decided that he would not rest until he
should have worked out a means which would render a
repetition of such distressing scenes impossible.
Mr. Hallidie, for he it was, had already successfully
installed a number af "ropeways" in the mining districts
of California, by means of which great iron buckets of
rock and ore were carried across deep chasms and up
steep mountain sides where it was impossible to build
bridges or roads.
survey was made for a line up California street between
Kearney and Powell, a distance of 1,386 feet, and with
the gentle rise of 193 feet. The construction of the line
called for a much larger outlay of money than our inven-
tor possessed, and as he could get no financial assistance,
the plan was temporarily abandoned.
During the following twelve months Mr. Hallidie suc-
ceeded in interesting three men, who alone of his friends
and business associates could be induced to lend a hand
and even they were full of doubts, and were almost forced
into the scheme under the pressure of a strong personal
friendship for the hopeful young man. Their names are
Joseph Britton, Henry L. Davis and James Moffitt, all of
San Francisco. Under their advice a company was
organized and Clay street was selected as offering a less
e.xpensive opportunity to " try the thing" than California
148
street. Accordingly a franchise was obtained, a survey
made, and the public invited to purchase stock, which
they did to the cordial extent of 120 shares, and even
these were soon surrendered and thrown back, so great
was the force of public opinion, which included the very
best engineering talent in the west. Periodical and
frequent attacks of fear and discouragement would
seize the three gentlemen, and Mr. Hallidie would
have to spend hours in convincing argument that
the plan would actually work. The property owners
on the hill were solicited to subscribe to a bonus
conditional on the successful completion of the -road
and. $40,000 was thus pledged, of which only. $28,000
was ever paid in. Mr. Hallidie, put $20,000 in the enter-
prise, every dollar he had in the world, and the three
other gentlemen subscribed altogether $40,000. To
that had to be surmounted, because they have all been
surmounted; but, at that time, twenty-two years ago, they
seemed quite large, and I do not doubt if I had been less
familiar with the problem than I was, and had had less
confidence than I did, it might have been many years
before the cable system would have received a practical
application."
The story of the patient builder forms a most interest-
ing chapter of persevering industry, which we reluct-
antl}' pass, with its wealth of historic incident and episode.
Suffice it to say the road "Vvas a double track, of tee rail
laid in cast iron yokes set at intervals of four feet, while
the spaces between the bottom and part way up the sides
were incased in sheet iron; the upper portion and surface
being protected by timbers and forming a tube 22 inches
deep and 14 inches wide.
LOOKING DOWN CALIFORNIA STREET, 1S93.
this $60,000 thus raised an additional $30,000 was secured
on a ten year loan bearing 10 per cent per annum.
Meanwhile the franchise, already once extended, was
well advanced in its second term, and the cable road still
existed "only in the fertile mind of its inventor," and as
everybody assured everybody else, there it would ever
be. But in May, 1872, the money matters had been fin-
ally arranged, and with a light heart and no encourage-
ment, Mr, Hallidie began his great work. Each day
brought a new difficulty to solve. Undreamed of details
swarmed up out of that hole in the ground until a less
courageous man would have been literally buried in that
hole. Patterns had to be made for all the machinery,
and a hundred other parts, and upon one man rested all
the responsibility of ultimate success or failure.
In a recent letter Mr. Hallidie, very modestly writes:
"I cannot recount here, to-day, what the obstacles were
Timber protected the slot, which had an opening of
seven-eighths of an inch, and was placed on one side of
a center line about two inches? The grip was made so
that the center of the gripping jaws which took the cable
was in the center of the tube, and the slides holding the
jaws worked horizontally by means of a wedge attached to
a vertical rod worked up and down by means of a screw
and nut in a hand-wheel. The heel of the grip had a
smooth surface on top, and along the crown of the tube
infeide a longitudinal timber ran its entire length, and was
intended to be used as a safety brake by pressing the
heel of the grip up against it, in case all the other pro-
visions for safety failed.
At changes of the grade of the street where the cable
was inclined to raise above the surface of the street or
strike the crown of the tube, depression pulleys were
placed to take the cable. The shank of the grip which
149
passes through the slot being set off on one side, enabled
the heel and gripping jaws to pass under the depression
pulleys. The slot being two inches off on one side of the
cable, all the grit, dirt and water which dropped through
the slot into the tube were prevented from coming in con-
tact with the cable.
The gripping Jaws were provided with guide pulleys
which were grooved to fit the cable and were placed at
an angle so as to lead the cable fairly in between the
gripping jaws; and by means of rubber springs these
guide pulleys were pressed forward sufficiently to throw
the cable off from contact with the gripping jaws when
they were temporarily opened for the purpose of stop-
ping the car. These provisions, of course, added much
to the life of the cable.
power station at the corner of Leavenworth and Clay
streets. They had been up all night watching with fev-
erish anxiety the final hurried efforts of the workmen.
Without, the fog was unusually thick, and came rolling
in great banks from off the sea. The street lamps
were visible for only a few yards, and then faded into
the darkness that could almost be felt. Within the
power house, furnace fires roared under the boilers, which
were already blowing their overload of steam with a spite-
ful hiss, as though angered at being harnessed to such
work.
At last all was ready; the engine mo\ied; very slowly
at first, then regularl}', and as the tension took up the
slack cable the steady hum of the gliding, endless rope
was heard. Not a moment was to be lost and the part)-
;,.»!= LJ
A DAILY SCENE AT THE FERRIES — THE TERMl.XUS OF NEARLY EVERY LINE IN SAN FRANCISCO.
From the above it will readily be seen how perfectly
the cable system of to-day was e.xemplified in this the
first one ever constructed. Even in these early da3's, the
sworn enemies of the cable engineer asserted themselves,
and two sets of gas and water mains had to be moved.
Also several water cisterns used in early days by the fire
department had to be filled up. But the track work was
completed in 60 days, and the contractors, Martin &
Ballard, made their final settlement in July, 1873. In the '
meantime work at the power house had been as activelj'
pushed, and the cable rope, made especiallj' for the pur-
pose, was in readiness.
But the first day of August was near at hand, on which
day if no cable cars were run all rights would expire
and everything be lost. Desperate efforts were made,
and a little past midnight, on the morning of August i,
1873, a little party of tired, nervous workers met at the
hastened to the street. The grip car was brought out
and long ropes attached to it, the other ends of which
were given one turn around a telegraph pole. This
was to test the brakes, and after letting the car down
a short distance the brakes, which were simply straight
levers pressing on the wheels, were found sufficient,
with great care, to hold the car.
The moment of final failure or success was now at
hand. It was four o'clock, and while the darkness had
yielded somewhat the fog was still up to the standard.
The party consisting of Mr. Hallidie, his three partners,
and a Mr. Campbell, with no little trepidation, boarded
the little car. It was crude as compared with the palace
cable cars of to-day, but it was the father of them all.'
One of the most careful employes had been selected to
handle the levers. As he peered down into that bank
of fog and thought of the unbroken descent of 307
150
feet in that half mile his courage fled and he trem-
bhngly refused to make the trip. The other members
now began to show visible signs of uneasiness. Mr.
Hallidie immediately assured them all there was no
cause for alarm and quickly springing to the levers picked
up the cable, ordered the ropes cast off, and in a twinkle
the car and its human freight had dropped out of sight
in the clouds below before any of the party were scarcely
aware of the start. Steadily but surely that rope let the
car down the steep incline; stopped and started at the
will of its driver, and altogether behaved in a most gentle
and satisfactory manner. Of the event Mr. Hallidie says:
"The operation was an earnest one; there was no
frivolity. The while affair was serious; and, when it
was done, there was simply a mutual handshaking, and
nothing but cold water drank.
"The people were asleep, and, with the exception of
one enthusiastic Frenchman, who thrust his red night-
capped head out of the window as we went by on the
down trip and threw us a faded boquet, there was no
demonstration.
"It was decided to make a public trip in the afternoon
with grip and passenger car, and as the morning experi-
ment had demonstrated the necessity of carrying the car
as far as the engine house by the cable, we determined
to extend the cable line one block further west from Jones
to Leavenworth street; and for this purpose to shut down
for thirty days immediately after the afternoon trip was
completed.
"In the afternoon the public trip was made — grip and
passenger car — the down trip without incident except to
test the working of the grip and brakes. A vast num-
ber of people was assembled at Clay and Kearney streets,
and it was difficult to run on to the turn table from the
densit} of the crowd.
"The method was the same as is now practiced on the
Clay street line — of switching the grip car and running
it past the passenger car on to the turn table, transferring
it to the up track, then running the passenger cars past
the dummy and bringing it into position in rear of the
grip car and coupling it on to it.
"In running the grip car, too many willing hands
helped and swung it around with such impetus as to
break a bolt connecting the grip to the frame. This
occupied about twenty minutes to repair, during which
time many expressed regret that the "thing has proved
a failure;" but as soon as it was repaired the people piled
into the car and on to the dummy, and hung to the guard
strip and windows outside of the car; some actually climb-
ing on top of the car. The car, which was intended to
seat fourteen, and the grip car without seats, held on that
trip ninety passengers, all anxious to make the first trip.
"Everything went well until the steep pitch above
Powell street, of one in five, was encountered, when the
car stopped. Feeling confident that I knew the cause of
the trouble, I left the grip, and, through the kindness of
a friend who drove me up the steep hill in his wagon, I
soon reached the engine house and found that the grip
pulley, through which power was transmitted from the
engine to the rope, was slipping under the rope, which
had been freshly covered with tar and which acted as a
good lubricator. Some lime and sawdust were fortun-
ately near at hand, and throwing these on the rope, the
car and its load were safely hauled to the top of the
hill."
On September i, 1S73, the line was again started up
and continued to run precisely as originally constructed
imtil July, 1891, when the road was sold to the Ferries &
Cliff House Railway Company, who extended it two
miles.
Cable lines followed rapidly on other hill streets until
to-day San Francisco absolutely could not part with them.
They have made the city and added millions to its wealth
and realty.
Chicago was the next to supplant her horses with an
iron rope, then Kansas City and Cleveland, Cincinnati, Den-
ver, Pittsburg, Washington, St. Paul, Philadelphia, Omaha,
Portland, Tacoma, St. Louis and many others, and more
recently Baltimore and New York City. The develop-
ment of electric traction has undoubtedly forestalled a
large amount of what would otherwise have been cable
lines, but where there is an enormous volume of traffic, or
where the grades are exceptionally severe the cable still
holds an undisputed sway and will in all human proba-
bility continue to do so as long as any present system lasts.
And how about the father of the cable S3Stem? Did he
live to enjoy the benefits of his energy and study? He did.
and those people who threw up certain one hundred and
twenty shares of cable stock lost a fortune. No citizen of San
Francisco is more honored and respected than he ; and none
has done more for that city. As president of the Pacific
Cable Railway Company and the California Wire Works,
which manufacture steel cables, his time is well occupied,
while his name appears as director of a large number of
important business enterprises. The Mechanic's Insti-
tute of San Francisco on March 3rd 1891, passed very
handsome resolutions, expressing recognition of his great
services as inventor of the cable system.
And now in the full enjoyment of health and the grati-
tude of his fellow citizens, and in the prime of life; with a
bank account in which his "all" of 20 years ago is but a
drop, Mr. Hallidie looks back with just pride and satisfac-
tion on his early struggles, and smiles a kindly expressive
smile when he recalls the expressions of well-wishing but
incredulous friends who "never thought he could do it."
The original grip and grip car, together with other
interesting exhibits pertaining to the cable system, will be
exhibited by Mr. Hallidie at the World's Fair.
Superintendent Hummell, of the Milwaukee Street
Railway Company, has entirely recovered from his recent
attack of pneumonia. His many friends will be glad to
learn of his returned health.
During the World's Fair, it is reported, the inventors
of car starters and car couplers will hold a convention.
Eighteen of the largest hotels have been subsidized to hold
the crowd.
ANDREW S. HALLIDIE,
San Francisco.
Inventor of the Cable Railway.
V
151
RAIL BONDING AND THE GROUND RETURN.
CONTINUING our investigation in near and
remote parts of the country, the question of
the bond wire and a satisfactory return is
found to be much discussed and studied on.
In our own immediate territory let us first glance at
MILWAUKEE, WIS.
The old Cream City line was obliged to abandon
copper bond wire and use iron. The copper return
feeders and supplementary wires which were used had
to be placed in a trough and imbedded in pitch. Mil-
waukee is built on sand.
CHIC.\GO.
The Calumet Electric Railway, although having a com
paratively light traffic, has had a little trouble with its
return. The road as first constructed had tram rails
bonded with copper. No ground plates or supplementary
wires were used. There was a continual trouble with the
bond wires eating off in the middle. Since the enlarge-
ment of the road last summer the present electrician, W.
D. McDonald, has been installing a thorough system of
ground plates. A car wheel is sunk every i,ooo feet and
a galvanized iron rod driven every block. Permanent
moisture is found a few feet below the surface, so that the
road has now one of the best returns in the country. At
the station six car wheels are sunk. Before the putting
in of these plates the fall of voltage at distant points on
the line sometimes amounted to 150 \olts. The ground
plates have reduced this to simply that which can be
accounted for by the resistance of the overhead lines.
The bonding now being put in is double No. 4 galvan-
ized iron wire connected to the rails with rivets, with fre-
quent cross connections between the rails. So far there
have been no signs of corrosion. It would be interesting
to know how the copper bonds would last after the installa-
tion of the ground plates. However, it seems very prob-
able that there is some element in the soil in that region
which is especially hard on copper. Electrician Mc-
Donald favors ground plates as against numerous
buried copper conductors for a return, unless there is
difficulty in reaching permanent moisture. He also pre-
fers rivet to channel pin connection, because a channel
pin joint is scarcely ever free from corrosion.
The Cicero and Proviso Electric Railway has been in
operation about two years and has had no trouble, though
the fall of voltage through the ground return is consider-
able, amounting at times. Electrician Fuchs says, to fif-
teen volts. They use single galvanized iron No. 6 riveted
bonds, with cross connections between the rails and
ground rods of galvanized iron pipe every 1,000 feet.
Besides this a car wheel is sunk every mile. At the sta-
tion, connections to the artesian well furnish a good
ground. There have been no complaints from corrosion
of water pipes.
BIR.MI.MillA.M, ALABA.M.\.
J . B. McClary, superintendent of the Railway and Elec-
tric Company says: —
" We have had no trouble with our ground return,
which is by means of o soft copper (bonded to rail with
No. 4 soft copper) connected with negative side of gen-
erator. We have old car wheels buried in several moist
places and at the station. We have had no complaint
from water or gas companies. Have been using electricity
about eighteen months.
PORTLAND, OREGON.
J. W. Campbell, superintendent of the City and Sub-
urban, says they have used electricity about three years.
They bond with No. 4 wire channel pin fastening and use
a supplementary wire besides. They found that track
bonding alone would not suffice, and are firm believers in
supplementary wires, having never tried ground plates.
No complaint from electroh'sis of pipes.
LOS ANGELES.
The following is from Manager E. P. Clark, of the
Consolidated : —
"In reply will ^state that in our systems we have a
ground wire for each track, a majority of which is gal-
vanized iron. On our first line we used iron bond wires
and were compelled to renew them within six months,
doing so with copper bonds. On portions of this line the
ground wire wasted completely and had to be replaced.
Upon other portions it appeared to be as perfect as when
put in.
"One line of five miles has been simply bonded without
any ground wire. From the point at which all lines con-
verge to the power house we were obliged to substitute
copper ground wire. We used no ground plates.
"Along the line traversed by the copper ground wire the
water mains of the Water Company have given them
much trouble in springing a leak, caused by wasted away
water pipes; the point giving the most trouble being at
the point opposite the power house, where the return
wires leave the track.
" We are inclined to believe bond wires made of large
copper wire and connected from track to track at inter-
vals are quite sufficient for a return ground, dispensing with
the return wire.
" Bonds made of single o copper, well riveted through
the rails, seem to give excellent results."
CLEVELAND, OHIO.
Vice President C. W. Wasson, of the East Cleveland
Railroad Company, gives the following satisfactory
reply : —
"Our road started to use electricity four years ago this
present month. We have not had any trouble with track
bonding in ground return since we had our road relaid
with girder rail; with the strap rail the contact of course
U-2
was poor, owing to the fact that the stringers underneath
the rail were badly crushed and broke the ground wire,
which was laid under the rail. In laying new work where
girder rail is used, we first use a copper bond, with }4
inch iron rivet; this is riveted in a hole in the end of each
rail; to this bond is soldered a continuous wire, running
along inside of each rail.
" These two ground wires are also tied together by a
diagonal No. 4 Stubbs gauge copper untinned wire of
the same size, which runs zigzag to every other joint-
Where there is a double track, every ninth rail the ground
wire in each track is bonded together by two or three
No. 4 wires run across and soldered thoroughly together.
I think it is essential to have the same amount of copper
in the ground as is overhead. Some of our lines have no
ground plates whatever, only at the power house; their
utility depends upon the character of the ^soil in which
they are placed. We have not had any complaints from
the gas or water companies as to the oxidization of their
mains.
"I believe that the telephone company complained that
their lead conduits suffered; this is where the terra cotta
conduits are used, but I have been informed that this
trouble does not take place when this lead pipe is turned
into an iron tube."
J. W. McNamara, of the Albany Railway, who seems
to have a very satisfactory return system on that road
says : —
"We have used electricity as a motive power since the
28th day of April, i8qo.
"We have never had any trouble in bonding our rails or
in securing a good ground return. We discovered that
the early methods of bonding were defective, and thdt the
wires connecting the rails were liable to break. We
have kept pace, however, with the inventors of bonding
wires, and believe that we are now using the best device
for connecting ends of rails in use.
"In addition to connecting the ends of rails, we use what
is known as the Sabold system of ground rods. It is a
system invented by F. W. Sabold, formerly manager of
the Western Union Telegraph Company, at this city, and
now of Yonkers, N. Y. We drive a galvanized iron rod
7/^ of an inch in diameter and about 7 feet long, every 30
feet between the rails of our track. Every rail is drilled
at a point opposite a rod, and connection is made between
each rail and a rod. We find that this is the best method
of securing ground return which we have tried. We
have on our new lines entirely dispensed with supplemen-
tary wires, relying entirely upon the proper bonding of
rails and their connection with ground rods, as above
described.
"We have no opinion as to what will be the ultimate so-
lution of the problem of securing a perfect ground return.
" We have never had any complaints from water com-
panies or other persons using water mains or gas mains,
as to their injury by oxidization or otherwise, by our
current."
The following extract from a letter written by Mr.
Sabold in answer to the Review's inquiries, reveals several
theories that are radically different from some now in
vogue, as to what are the various elements necessary to
a good return, and for that reason has interest not only in
itself but because in some places where the Sabold system
has come into use it has cured telephone troubles and in
some cases beaten the return feeder system "at its own
game."
Mr. Sabold says: —
"It is an established theorj- that electrolvtic action
takes place only where resistance is offered to the pas-
sage of the electric current, but at such points the process
of disintegration and decomposition of substances is liable
to be rapid, especially where the quantity of current is
large as in the case of electric railway service, hence the
rapid deterioration of wires laid underground and connec-
tions with the track rails to form the return circuit. The
current, in escaping to the earth through the medium of
gas and water pipes and other objects wjiich tend to con-
duct into the lower strata, creates havoc, rapidly reducing
the diameter of the wires and consuming objects encoun-
tered in its passage.
"The earth is the natural reservoir to which all free
electricity tends, and a current conducted into it will not
rise to follow other conductors, but the upper surface or
crust of the earth being, at best, a poor conductor, and in
some conditions a non-conductor, the current scatters over
a large area, seeking, by means of mineral substances,
metal pipes, telephone and telegraph wires and cables, to
reach the lower earth. Early in the history of electric
railways, almost in the very start, these difficulties devel-
oped on some roads, and they have increased and become
quite general where lines have been in operation for some
time. From the point of economj' in operation of electric
railways this has been a serious matter, as an imperfect
return circuit reduces the energy at the car and tells
directly on the coal pile.
"The principle of electric railway systems dependent
upon the track rails or conductors laid under or alongside
the rails connected with one pole of the generator, is
wrong and is responsible for the interference with tele-
phone and telegraph wires, the terminals of which are
connected with the earth, as well as the injurious effect,
by electrolytic action, on underground cables, gas, water
and other pipes, as well as for a great portion of the
imperfect and unsatisfactory service experienced by the
railway companies themselves. The metallic circuit
thus formed is defective in that one-half of it rests on the
earth and the current is allowed, nay cannot be prevented
from so doing, to leak into the earth along the entire
length of the railway escaping, bj' means of damp earth,
minerals, pipes and other conducting substances leading
into the lower earth. The resistance of the circuit and,
consequent])' the strength of current available at the car,
varies as these leaks increase or decrease. The extent to
which this current will scatter is probably best shown by
its effect on telephone wires, which it will follow for a
mile or more to reach the earth at the distant end. There
153
are, plainlj-, but two ways of avoiding these troubles; one,
by completing the metallic circuit overhead, requiring a
double trolley, and the other, with a single trolle\' line, to
secure perfect contact with the earth immediately under
the car, that is by a path offering no resistance, so that all
the electricity set free at that point will be absorbed by
the earth. The resistance of the entire circuit will then
depend only on the overhead portion, insuring the maxi-
mum energy at the car. The track rails should never be
connected direct with the generator."
The accompanying cut shows the manner of connecting
in the Sabold system.
HOSTON.
Some experiments in this field have been tried by
Chas. H. Morse, the superintendent of the fire alarm and
police telegraph systems of Cambridge, Mass. Mr.
Morse had found that in various parts of Cambridge the
power currents of the West End Railway Company,
escaping from the return wires to the water and gas
pipes, have prematurely corroded these pipes.
In a recent interview upon the subject Mr. Morse has
said: "When I took charge of the Cambridge fire alarm
and police telegraph system, some time ago, I found that
men under me were having a good deal of trouble in dis-
covering grounds, that is, contact of the fire alarm wires
with other wires. Upon investigation I soon learned that
the railway currents did not have a low enough resist-
ance path upon which to return to the power station.
Accordingly in April, 1S92, I notified the West End com-
pany that its return wires were not sufficiently large to
prevent leakage into the earth, and interference with the
electric currents on other wires. The company then
began to put in overhead return wires upon its principal
lines.
"About two months ago water pipes near the com-
pan3-'s power house in East Cambridge began to show
leaks, and the ofHce of the water board received constant
complaints of the rapid decay and loss of these pipes.
The matter was investigated, and the pipes showed elec-
trolytic action. It appeared that galvanized iron, rustless
iron, brass, and even lead pipes had all been tried in vain.
Pipes would last only from one to three months, irrespec-
tive of the kind. Since then chip-stone and drain pipe
have been successfully used to protect the metal pipes
from the action of the electric currents.
"Regarding the actual escape of the electric current
from the return circuit into the ground, we made some
discoveries which ma}' be thought surprising. For
example, a number of tests which we made with suitable
instruments showed a difference of potential of over 40
volts between water pipes in East Cambridge and Cam-
bridgeport. Gas pipes showed practically the same dif-
ference of potential between these two sections of our city.
In some parts of the city water and gas pipes on the
same premises, even, showed from Sto 10 volts difference
in voltage. Workmen relaying pipes have also seen arcs
formed at the joints, and in some instances the electric
current has actually set fire to the hemp packing used in
the joints.
"To remedy these troubles the West End Company is
now running many overhead return wires; and it is hoped
that when the overhead system of returns is completed
the injurious effects of the electric currents upon the pipes
will not be noticeable."
If, as is represented, a difference of forty volts was
found between one locaUty and another, the reason for
the action of the current on the pipes is manifest. Forty
volts represent a loss of energy in the return amounting
to 8 per cent. This means a high resistance between
points on the track and the station, and it is not strange
that a large amount of current should take to the pipes
along the line. Mr. Morse's tests are valuable as clearing
up much of the mystery that often hangs around elec-
trolysis of return conductors, and shows that what is often
blamed to the soil is really due to a poor return.
THE MORAL.
One lesson thoroughly taught by this compilation of
experience is the necessity of thoroughly studying the con-
ditions of soil and climate before installing a system of
ground returns. What is a good return in a wet region is
absolutely worthless in a dry, and a metal that will last
years in one soil will soon disappear in another. The ex-
perience of a few roads in the locahty is worth more to
the installing engineer than the experience of hundreds
in another part of the country.
TESTS AS TO RESISTANCE.
As electrolysis by the return current in any given soil is
in direct proportion to the energy wasted in the ground
return, it is expedient, both on account of the coal pile and
the life of the return conductors to make the resistance of
the return as low as possible.
After determining by observation on neighboring
roads the metal best suited to the soil, it is in order to
consider what method, if any, in addition to the rail bond-
ing, is to be used to provide the lowest possible resistance
befween points on the track and station. So then, unless
it is considered expedient on account of electrolysis, to
run overhead or insulated feeders, the a\-ailable methods
are reduced to the ground plate and the bare continuous
metallic buried return. In this connection the results of
tests are interesting. Of course in a dry rocky soil the
ground plate method is practically out of the race, but in
other places the questioil is still open. Unfortunately many
of those who have made tests on the return resistance have
kept them to themselves, so that the profession is still in
a state of comparative ignorance on the subject. One
rough test that shows the absence of any appreciable re-
turn resistance is the non-disturbance of local grounded
telephone lines.
At Troy, N. Y., and other places where the ground
rod system is used, we understand that the telephones
154
give a silent testimony to the practical absence of resist-
ance in the return circuit of the railways.
In reply to a letter asking for tests on the resistance
of wet earth, F. W. Sabold, from whom we quoted before,
says: " There is no question as to the conductivity of
the earth. All electrical tests and measurements made
since Prof. Morse, fifty years ago, discovered that his
second or return overhead wire was superfluous, show
that any resistance encountered in the ground portion of
a circuit is at the points of contact with the earth. Tele-
graph circuits are operated altogether on this principle,
and it matters not whether the terminals of the wire are
connected with the earth one mile or a thousand miles
apart, the total resistance of the circuit depends only on
the resistance of the wire or overhead portion. Galva-
nometer tests made by the Albany Railway Company,
Albany, N. Y., showed that there was no resistance in
the ground portion of their circuit between the power
house and various points along their line distant from the
power house: this proved simply that they had formed a
perfect connection with the earth and, I am pleased to
say. through the medium of the ground rod. Such a test,
I remember, was made at one time when their power
house was a mile away from their road at the nearest
point, with no connection between but the earth."
WATER PIPE CONNECTIO.NS.
There is also apparently a great difference in opinion
on the practice of connecting to water pipes. In one case
which recently came under the Re\iew's notice, a con-
nection was made to water mains at a single place by a
small road having no ground plates and depending on the
rails and bonding for a return. The pipe was eaten off
near the connection. The cause in this case was not fa
to seek. The pipe connection acted as a ground plater
and as it was the onl}- one on the line the escape to earth
through it was considerable. Water and gas pipes mani-
festly act in two ways. They serve as ground plates if
the soil is wet, and as simple conductors from one point
to another if it is dry. Thus we hear it said by some
that such connections eat off the pipes and b\- others that
it tends to produce loose joints. Corrosion of pipes where
there is no metallic connection to them has been before
shown to be the result of a return of too high resistance.
The conductivity of water pipes cannot be high, as the
actual sectional area of the metal is not great.
ELECTROLYSIS AND BONDS.
Several chemists with whom we have had conversation
agree in the opinion that in the case of copper bonds
there are probably two kinds of. action; one due to the
flow of current from the bonds to the ground, which is
always caused by more or less resistance and consequent
loss of energy- in the return ; the other caused by the
formation of a galvanic couple or element between the
iron and copper in which the moisture of the soil acts as
the solution and the iron and copper as the plates of a bat-
tery. Unfortunatel}' there seems to be no conclusive
proof as to whether the latter action by itself ever causes
gerious resultsi.
The lines having the trouble from copper bonds are
frequently those having a return of high resistance, and
consequently one in which the railway current would
have considerable action on the bonds. Neither is it fully
proved that copper will not under any conditions last long
enough to pay for putting in, even in the most trouble-
some soils. That iron bonds are not worth much in salty
soils may be considered as settled, and as iron is but a
poor conductor, this fact is not to be seriously regretted.
That copper has undoubtedly given more trouble in some
soils than others cannot be denied, but as far as the evi-
dence goes at present it is yet to be shown that copper
will suffer seriously in any soil provided there is a thor-
oughly good return. Additional evidence may, however,
prove that copper is absolutely unfit for use in some soils.
CONDUCTIVITY OF RAILS AND BONDS.
A point which has been touched on before, but which
is, nevertheless, one that does not seem to be sufficiently
realized, is the conductivity of the rails in comparison with
supplementary copper wires. A 70-pound rail has a sec-
tional area of about 6,000,000 square mils, making its
conductivity equal to approximately 1,000,000 square
mils of copper conductor. In other words, it would
take ten No. 00 copper wires to have a conductivity
equal to a 70-pound rail. The efficiency of heavy bond-
ing as against supplementary wiring is easily calculated.
Suppose a mile of single track with 70-pound, 30-foot
rails, to be bonded with No. 00 copper wire, each bond
three feet long and the connections perfectly made. This
is supposing a verj' favorable case, as we think most elec-
tricians will admit. The resistance of the rails alone
allowing nothing for joints will be about .02 ohm, and
that of the bond .018 ohm, or nearly equal to that of the
rails. If such a track were insulated from the ground, so
that all the current had to return through the rails, nearly
one-half the energy lost in the return would be lost in the
short bonds connecting the rail ends.
IN CONCLUSION.
At this poit:t it may not be amiss to comment briefly on
the methods used and the lines along which different
roads are working at present. It seems rather strange at
first thought that the experience of those who have been
wrestling with this problem should lead them to such oppo-
site conclusions, as to the way out of the difficulty. On the
one hand we find a large number advocating the use of a
large amount of copper underground, or in some cases
overhead. There ought to be as much copper in the
return as in the trolley feeders, they say. On the other
hand there are those who say that we have in wet ground
an infiniteU' better conductor than any that can be other-
wise provided. All that is necessary then, they assert, is
to make a thorough contact between points along the
track and permanent moisture. As the ground has infi-
nite conductivity, it is useless to supplement it by a
metallic conductor. As upholders of this idea may be
cited, the author of the article entitled, "An Argument for
Ground Plates as Against a Continuous Copper Return,"
in our February issue, and F. W. Sabold quoted above,
1.-..-)
Now the question arises as to the cause of this differ-
ence of opinion. The argument of the ground plate or
rod advocate is unquestionably sound as far as it goes, for
the resistance of wet earth is without doubt as low as is
claimed. The experience of several roads depending on
the ground entirely for a return has proved this unques-
tionably. From the evidence at liand now there are
apparently two reasons why the latter theorj- is not more
universally accepted and acted upon. One is that there
are certain regions having a dry rocky soil where fre-
quent connections to permanent moisture are either im-
possible or so difficult to obtain that expense prohibits
them. Those operating in such soil, are perfectly justified
in advocating plenty of metallic return conductors. The
other reason as to why the ground is not more popular at
a conductor appears to us to be the insufficiency of
ground connections in places where it has been tried and
condemned. We say it appears so from the evidence as
hand, and are open to any new information on the subject,
and would be glad if this statement would stir up enough
opposition from some quarter to bring about a more
thorough discussion of the matter. Permanent moisture
is so short a distance below the surface in the majority of
American cities, and wet earth has proved such an efficient
conductor in some places where it has been thoroughly
tried, that there is apparently justification in giving it a
much more universal trial than it has had as yet. It
seems to have been the practice in some cities to put in a
few ground plates, and as the traffic increased, and they
proved insufficient, to condemn them and to begin to put in
copper feeders, instead of increasing the ground connec-
tions, as would seem to be the more reasonable proceed-
ing. As electrolysis of the bond wires (in so far as it is
caused by the return current, and not by the formation of
a galvanic element between the bond and rail) is the result
of the flow of current from the bond to the earth, the
most rational way to prevent it is to make another and
better path whereby the current may get to earth. The
more frequent the ground connections the better. The
Review does not wish to pose as the champion of any
particular system against all others, but with the present
light on the question it simply wishes to say, give the
ground plate and the ground rod a good, fair chance. A
system half tried is not tried at all. If, with a return of
exceedingly low resistance, there is still trouble with the
bond wires, it is then, and not until then, time to blame
the soil with it. Whatever the soil it is manifestly
unreasonable to expect good results in the way of freedom
from electrolysis until the return resistance is made very
low. The accomplishment of this end has open to it two
means, the continuous metallic conductor and the wet
earth, and it is for the installing engineer to consider as
to which is the most economical and reliable of the two.
If it is found that it is impossible to maintain ground plates,
even when a large area is exposed, on account of elec-
trolysis, the only way out of the difficulty known at
present is to run insulated return feeders to points along
the line, though even then there will be a slight action on
the bonds. Bare underground feeders will fare no better
than ground plates in such a soil.
The Review hopes to present its readers with more
information on the question in the near future, and mean-
while would be glad to receive from its friends any new
ideas on the subject, provided such ideas are backed by
facts or by actual experience.
ANOTHER SUSPENDED CAR SCHEME.
A COMPANY of Chicago capitalists aie reported
as having taken hold, in good faith, of the L.
Johnston elevated road, a model of which was seen
last summer at Wentworth avenue and Sixtj'-fifth streets,
and adverted to by the Re\iew. The system is of the
suspended car pattern, a plan that has so far been found
entirely wanting in practical uses. In the first place the
structure must be as strong in proportion to the weight
as that of an ordinary elevated. Secondly, the structure
must be higher to admit of the under running car and the
danger of derailment and breakage of support will be
much greater. The power to drive the cars will be
every pound as great as in usual elevated line, of the same
capacity. The Johnson system claims to be able to build
at a cost of $40,000 a mile. This includes wire cable
bents with the posts 150 feet apart. The very dismal
failure of St. John V. Day, an accomplished English engi-
neer, backed by the best money in Chicago, to build a
similar project, is still in mind. The route proposed is to
the northern suburbs, and a speed of So to 100 miles an
hour is promised with a 12-inch wheel. If our readers
will kindly imagine the size of the beam necessary- to
sustain the weight of elevated trains on the south side,
and couple that with a speed of 100 miles an hour, some
idea of the impracticability of the scheme may be gained.
The simple matter of reversing the position of the car
does not change a single strain or principle, while the
added height of the structure and the speed proposed are
two additional bars. It is to be hoped that Chicago cap-
ital can be better occupied.
- ^^»n- — -
OPERATING'OFFICERS of THE NORTH
HUDSON COUNTY ROAD.
THE new general manager of the North Hudson
County Street Railway Company, of Hoboken,
N. J., William H. Starr, has made final arrange-
ments for his staff and promulgated his first general
order, which took effect February 15. The superinten-
dency of motive power goes to A. Debevoise, who has
charged of all repairs, inspection of cars and cleaning,
giving duplicate reports to the electrical engineer, A. K.
Bonta. The electrical engineer will also furnish daily
reports, examine applicants for electric service and sup-
erintend the over head construction and rail bonding.
The superintendents of horse lines and the trainmaster
have their duties carefully assigned, reporting to tiie
general manager.
156
SOUTH CHICAGO ELECTRIC RAILWAY.
FOR the past few months work has been going
quietlj' on in South Chicago that has resulted in
one of the best designed systems of electric trac-
tion in the country. Besides having a model
plant the South Chicago Citj' Railway has a number of
features of special interest. No expense has been spared
to make everything first class, and the details have been
worked out with great care.
THE LINE.
The track is all 75-pound girder rail. The route covers
fifteen miles of street, all of it being double track. In
connection with the track laj'ing the company has put
down a lirst-class brick pavement on Ninet\'-second street
for a distance of over 2,000 feet in the business portion of
the town. On part of the road on Commercial avenue
they repaved along and between the tracks with cedar
blocks.
Rails are single bonded with No. o copper, channel
pin fastening. From Ninety-second street north to
used onlj' on this road. The line is sectioned off accord-
ing to its Hability to injury, the shortest sections being, of
course, in the business part of the town.
SUBMARINE CABLE — ACTUAL SIZE.
Each section has a separate feeder, and so is inde-
pendent of all other sections, insuring safety in case of
fire. The overhead feeders are calculated to give a max-
I'OWER HOUSE AND OFFICES — SOUTH CHICAGO CITY RAILWAY.
Sixty-eighth street everj- eighth of a mile an old car
wheel is sunk seven feet below the surface (this being
under water) and connected to the four nearest rails b}-
No. o wire. At the station twelve 15-foot rails heavily
connected with copper are sunk below water level fur-
nishing an effective dynamo ground. The sand is so
loose along the line that all side poles had to be breasted
by putting a railroad tie at right angles to the pole, near
the surface, and tamping slag and broken stone around
the opposite side near the base. Besides this the\' are
set with a 3-foot rake. Eye bolts are used exclusively to
hold the span wires, which latter are on(;-fourth inch
stranded, made by Washburn & Moen. The trolley
wire is No. i copper, held by fixtures of special design
imum loss of about fifteen per cent. At Ewing avenue
and Ninety-second street the Calumet river is crossed by
a drawbridge. To get its feeders across the company
had to resort to
TWO .SUBMARINE CABLES.
This sounds simple enough, but when it is stated that
there had to be four feeders of No. 000 copper wire in
each cable, insulated from each other and from the out-
side the aspect changes. The cables used are Siemens
submarine steel armored made by the Edison Machine
Works. When finished they were three and one-half
inches in diameter and naturally rather stiff to handle,
but they were finally laid to rest in trenches ten feet
l0(
deep and four hundred feet long, dredged for that pur-
pose across the river bottom. This was done to get
them beyond all possible reach of injury. The trolley
line is abundantly supplied with strain plates to admit the
taking down of small sections \%'ithout disturbing the line.
The route as now laid out furnishes two lines from Jack-
son Park to One Hundred and Sixth street, one from
Sixty-fourth street b^- way of Stony Island avenue, Seven-
ty-ninth street and Commercial avenue, the other from
Yates avenue and Sixty-seventh street by way of Superior,
THE STATION,
situated as it is at the junction of Ninetj'-second street and
Ewing avenue, with a switch from all the principal roads,
running coal in front of its boilers, with the possibility of
unloading coal and crude petroleum from lake boats, and
with the Calumet river water for condensing purposes,
furnishes as good an example of carefully considered
location as can be found.
The power station and offices are under the same roof.
Buffalo and Ewing avenues, with cross lines at Seventy-
ninth and Ninety-second streets, and on One Hundred
and Sixth street from the Calumet Iron & Steel Com-
pany's works to the state line at Indiana, the proposed
terminus of the Hammond, East Chicago & Whiting
Electric Railway.
CARS.
The present car equipment consists of twenty-five St.
Louis Car Company's 1 8-foot bodies (closed), mounted
on McGuire 7-foot trucks, with Griffin 33-inch wheels.
and the car barn is separated from the main buildings bj'
a 17-inch fire wall. This barn is 228x75, with a capacity
of sixty-five cars. Tracks are all on trestles four feet
high. The offices front on Ewing avenue, as will be seen
from the ground plan, and occupy two stories. The
power room, behind the offices, at present contains three
AUis 22x48 simple condensirig Corliss engines, of verj-
heavy pattern. These are belted direct to three Edison
bi-polar, 200 kilo-watt generators, by means of Schieren
27-inch perforated belts. The dynamo pulleys are 44-
ELEVATION — SOUTH CHICAGO POWER HOUSE
These are fitted with two 25-horse-power, single reduc-
tion, Westinghouse motors. In addition, contracts have
been let for twenty open motor cars (21-foot bodies) to
the Brownell Car Company, and twenty-five open trailers
with 25-foot bodies to another well-known company.
Trolleys will be the Nuttall with steel poles. Lewis &
Fowler stoves will furnish the heat.
inch and run at 450 revolutions. One feature of these units
that we firmly believe is in the line of future progress is
the use of very heavy built-up engine fly wheels. These
are made in eight sections and weigh 45,000 pounds, or
22,000 pounds more than the regular fly wheels for such
engines. They are twenty feet in diameter with 30-inch
face, running at seventy-eight revolutions per minute. It
158
will be seen that the engine room has an ultimate capac-
ity of five units. The engine foundations are set on a bed
of concrete 100x40 by 5 thick, reaching the whole width
of the engine room. On this bed, which is probably the
largest one of the kind in the west, the foundations of
sewer brick eleven feet high are built. This leaves room
for three independent belt driven condensers under the
floor.
The boiler room contains three Stirling water tube
boilers, each supplied with a live steam purifier. Behind
the track in front of
the boilers is room
for coal storage.
The stranded cables
from the generators
are led off in shallow
conduits made acces-
sible by raising sec-
tions of the floor.
The feeder distribu-
tion board, and dyna-
mo controlling board
are separate, both
being of white Italian
marble set five feet
from the wall. Every
feeder and every ma-
chine has a fuse,
ammeter, switch and
Westinghouse circuit
breaker. B e si d e s
the station light-
ning arresters there
is a Westinghouse
type K arrester
every mile along the
trolley line. Ar-
rangements are made
to reverse the polar-
ity of circuits every
three months on ac-
count of electroysis.
The general arrange-
ment of the station
can be seen by a
glance at the ground
plan. The difficulties of construction were very great,
both on account of the quicksands on which the plant
was built, and because it was originally much below the
city grade. The architectural features of the buildings
are due to S. S. Benian and need no commendation
from us.
The company is also erecting adjacent to their power
house, a large and fully equipped repair shop, paint shop
and stable.
ICE AS AN INSULATOR.
A SECOND case has come to our notice within the
last month in which the freezing of the ground has
acted to insulate the rails from the earth and con-
sequenily to overload the track feeders. In this case the
road was a new one, using of course no ground plates.
The man in charge of the station noticed that there was
an abnormal amount of current flowing. Suspecting the
cause he dug down to the track feeders and found them
red hot. A few min-
utes more and they
might have melted,
causing a shut-down ;
all of which goes to
prove that if a road
is dependent on its
track and feeders for
a return it should
calculate its feeders
to carry the maxi-
mum current ever
demanded, and noth-
ing but ground plates
will obviate this ne-
cessity. It is not
generally known that
ice is a good insula-
tor, but those who
have tried to get cur-
rent from a sleet-
covered trolley wire,
or those who saw the
bare arc light wires
at the St. Paul ice
palace fastened to
the walls by freezing,
have no reason to
doubt its insulating
qualities.
A N Englishman
has one resource for
wounded feelings.
He can rush into
print. The English
papers contain in each issue, column after column of
kicks, suggestions, prayers and supplications from their
various subscribers. The Birmingham Daily Post
recently contained a few remarks signed, " Douse that
Glim," complaining that the fashion of passengers light-
ing candles was becoming dangerous to the safety of the
other passengers, who could wait until their arrival at
home to read the papers.
"The storage battery is making the singing trolley
tremble for its very existence," say the Los Angeles Times.
Yes. Tremble with audible mirth.
Historic Balch Gro\e at Haverhill will be made
into a picnic and pleasure ground by the Haverhill &
Groveland Electric. The grounds have a history dating
from 1730.
159
ELECTRICAL MEASUREMENTS.
By Professor George D. Shepardson, of the University of Minnesota.
PART II.
A CONTINUOUS record of the amount of electri-
cal energy passing over a given line is often
desirable, and much ingenuity and money have
been spent in this direction.. The chemical
meter has been developed by the Edison company.
Forbes has used with success the currents of air rising
from a heated wire, by causing them to rotate a minia-
ture windmill which is connected to a train of wheels
that register the quantity of current passed. The clock
has attracted many minds and has been used in many
ways, in connection with ammeters or their equivalent.
Several of the recording meters that have proved success-
ful consist of small motors, the speed of the armature
being governed by the current flowing. The armature
operates a train of wheels which register the number of
its revolutions and so register the quantitj- of current
passed. This has taken a number of forms, the best
known being the Shallenberger meter of the Westing-
house company for alternate currents and the Thompson
recording watt-meter for either direct or alternate cur-
rents. By having part of the motor in the main circuit
and part connected as a shunt between the mains, the
speed of the motor is influenced both by the current pass-
ing in the main circuit, and also by the voltage at its ter-
minals. The instrument thus measures the product of
the volts and amperes and so measures and records the
watts.
Motor and clock meters are subject to external mag-
netic influences, and cases have been known of the chem-
ical meter being "influenced" by interested parties. It
seems almost superfluous to note that all recording meters
should be kept locked and so placed as not to tempt
designing meddlers.
Having considered the various classes of instruments,
it will be in order to compare them. Some instruments
are portable, while others must be carefully set up in a
fixed position. Some may be used in any position, while
others must be carefully leveled and adjusted before use.
Some have the scale equally spaced so that readings may
be taken accurately to a fraction of a scale division. In-
struments having heavy moving parts are apt to become
sluggish in responding to sudden variations. Those hav-
ing large masses of solid iron also are slow to respond to
changes, and, on account of residual magnetism, give too
high readings with decreasing current. Those having
hght moving parts are more sensitive to disturbances
from static electricity and to draughts of air^ although all
instruments should be shielded. Some instruments remain
quite constant for a long time after leaving the factory,
while others should be tested and have a new scale made
at longer or shorter intervals of time.
Instruments using permanent magnets are not suitable
for alternate currents. The " permanent " magnets
gradually get weaker by age, and are also weakened by
any hard knocks. When so weakened the instrument
gives too large readings. Some makers have succeeded
in " aging " their magnets artificiallj' to such an extent
that the weakening by age is negligible unless subjected
to rough usage.
Electromagnetic instruments are suitable for direct or
alternate currents if they have no iron parts, or if the iron
core is small, thin, or made of a bundle of wires or plates.
The spools of the coils and other metallic parts should
be slit so as to avoid closed circuits for induced currents.
This class of instruments is somewhat objectionable for
use with alternate currents, on account of self-induction,
which, however, may be made quite small b}- having
only a small number of turns of wire and a small amount
of iron. •
Magnetic instruments are liable to be affected so as to
give false readings (which may be either too high or too
low) when near heavy currents, magnets, dynamos, or
large masses of iron, especially if in motion. Such expos-
ure is liable to have even permanent effect upon instru-
ments using " permanent " magnets.
Some voltmeters have so high resistance that they may
be left in circuit continuously without undue heating,
while others must not be left in circuit longer than is
actually necessary to take the readings or they will heat,
and so give too low readings.
Electrostatic and electrodynamometer (or balance) in-
struments, also those based on the heating effect, are used
for both direct and alternating currents.
Instruments should be tested occasionally for alterations
in the zero point, in sensitiveness and in their calibration.
Change of the zero point is detected by shutting off the
current from the instrument and may usually be adjusted,
when necessarj-, by some simple device upon the instru-
ment. Changes in the sensitiveness to fluctuations usu-
ally indicate themselves, and may be due to parts getting
loose or to friction. Changes in the calibration may be
caused by either of the other changes, by weakening of
a controlling permanent magnet, or by the action of out-
side influences, and may be detected by comparing with
instruments known to be correct.
Special devices are sent out with some instruments for
checking the calibration. Thus some of the Weston volt-
meters have a second scale and ex-tra coil which may be
used with standard battery cells of known e. m. f. When
so ordered the Brush spring balance instruments are
provided with a weight which, when placed on the sol-
enoid core, will move the pointer to a check mark if the
spring has not altered, and if required, the spring may
be adjusted until the weight does give the proper read-
ing. The Howell lamp indicators are provided with two
lamps, one to be used only as a standard, while the other
is used in regular work.
Measuring instruments may be tested by comparing
160
^fiW^^^^^ylCM^ :
with some original standard; the ammeter by the chemi-
cal voltmeter; the voltmeter by standard cells of known
e. m. f. Such tests require great care and skill. It is
much more usual and convenient to calibrate instruments
by some secondary standard, which is known to be cor-
rect from having been previously compared with an
original standard.
In making cahbration tests some general precautions
need to be taken. Instruments should be kept at some
distance from heavy currents, dynamos or other magnets
which would affect the magnetic field in the instrument.
If the construction of the instrument under test allows it,
the current should be sent first in one direction and then
in the other; also tests should be made both with increas-
ing and decreasing currents in order to detect any errors
caused by residual magnetism or otherwise. If the instru-
ment being tested does not agree with the standard the
current or voltage should be varied, and simultaneous
readings taken from both instruments for each different
value. Then either the correct readings may be marked
upon the scale or a new scale may be constructed, or a
curve may be plotted to show the relation between the
observed and the true value. The method of construct-
ing such a curve is as follows: A series of readings are
taken simultaneously on the two instruments, the results
being arranged in parallel columns. Two lines are drawn
at right angles on section or squared paper, as "axes of
reference." Distances in one direction are taken to rep-
resent readings in one instrument, distances at right
angles representing readings on the other, any convenient
scale being adopted. "Points" are obtained by taking on
either axes distances from the "origin," or crossing of
axes, corresponding to the readings of one instrument,
and erecting at those places "ordinates," or lines perpen-
dicular to the axes, whose lengths i-epresent the readings
at the same time upon the other instrument, the ends of
the ordinates being the points on the curve correspond-
ing to the several values of current. When all the read-
ings have been thus plotted it will be found that a more
or less regularly curved line may be drawn through or
near most of the points, and this curve represents with
great accuracy the relation between the observed and
correct values of the readings. After one has had some
practice it is easier to omit drawing the perpendicular
lines, simply taking points whose distance from the axes of
reference represent the corresponding readings on the two
instruments and drawing the curve through these points.
The fact that some points do not fall exactly on the
curve indicates that either the readings were inaccurate,
that one scale was incorrect at that part, or that the read-
ings on the two instruments represent different values of
current or voltage. The curve must be carefully laid out
so as to strike a fair average path among different points.
Curves so constructed are of great use in scientific work,
as they represent facts much more clearlj- than tables,
since slight inaccuracies of individual readings are cor-
rected by the curve, and since intermediate values may
be estimated more easily and accurately than by inter-
polating between the values in the tables.
For these reasons it is better in re-calibrating an instru-
ment, to construct a curve from the corresponding read-
ings on the two instruments, and correct the old scale or
make a new one by reference to the curve, than to mark
the points on the old scale directly while comparing the
two instruments.
In testing an ammeter it is connected in series with the
standard ammeter, and currents of different strength are
sent through both. The method of doing this will vary
according to the circumstances. When the source of the
current is a secondary battery, or constant potential
dynamo, the instruments are placed in series with a vari-
able resistance, which can be changed so as to allow
more or less current to pass. In man}^ cases this can be
easily done by putting the instruments in the main circuit
and turning on more or less incandescent lamps, so as to
vary the current as desired. The instruments may be
tested on constant current circuits by connecting a
"jumper" or shunt of variable resistance around the
instruments. By making the resistance of this shunt
comparatively low, the current through the instrument
may be changed from almost nothing up to full strength
of current.
In testing a voltmeter it is placed in parallel with the
standard, the corresponding terminals of the instruments
being connected together so that each is subjected to
the same voltage.
The keys of both instruments should be closed at the
same time, and it should be noted whether the readings
are the same after the current has been on for some time.
The voltage may be varied by altering the potential of
the dynamo or batteries, or by having a \ariable resist-
ance in series with the two instruments. This lesistance
must be high, and in some cases may be conveniently
made by a heavy lead pencil mark on a piece of paper,
the resistance of which may be changed by varying the
length and width of the pencil mark. A simpler method
is to connect the terminals of the djnamo by a resistance
that will not pass too much current. In the case of arc
light dynamos, or other high potential circuits, this may
consist of a number of incandescent lamps connected in
series, enough of them being used so that they will not
pass more than will bring them up to full candle power.
If one side of the voltmeter is connected to one end of
this row of lamps and the other side is connected succes-
sively to different points, we may obtain any difference
of potential desired, ranging from zero up to the limit of
the dynamo circuit.
If Secretary of State Foster has a fad, it is rapid tran-
sit. His particular admiration is electric traction in the
future of which he has the greatest faith. In a recent
communication to the New York Advertiser he pro-
claims his belief that the motor will supercede steam as it
has left horses in the rear of the procession. The gen-
tleman is not an electrician, but nevertheless he is a far
seeing diplomat and financier, and we doubt not that on
retiring from office he will devote some of his energy
and capital to furthering rapid transit.
y
iS^Uit^'^^UiW
101
THE CAR STEP AND ACCIDENTS.
UNTIL recently, little or no attention, has been
paid to one of the most important features in
car construction. We say "most important," for
the reason that the essential part referred to is necessarily
used by every patron of the street railway company and
undoubtedly is the cause of many of the numerous acci-
dents which possibly might be avoided. During the
recent cold weather we noticed that the step treads of
most of the cars of this city were completely covered with
ice, making it exceedingly dangerous to board a car, and
especially so as many will try to board the car while in
motion.
In Chicago a large proportion of male passengers have
long indulged in the habit of swinging on to a car when
under full speed, prefering to take their chances of injury
rather than lose the fraction of a minute required to stop
and start a train. This and the desire to "make time"
has educated many drivers to a point where they are often
careless about stopping even on signal. The same con-
ditions prevail in many cities.
While it may throw the responsibility of an accident
upon the party who attemps to board a car while in
motion, is it not good business polic)- to provide passen-
gers with a secure foot-hold when boarding a car? In
our travels about the country we have noticed cars fur-
nished with steps having treads varying in width from
six to twelve inches, and the riser or distance from the
tread to the top of the platform, would vary from nine to
sixteen. Some high truck cars noticed in particular, were
provided with double-tread wooded steps of narrow tread
and high riser, prejecting from the platform, that looked
as if a section of a step ladder had been made to do ser-
vice as car steps. Much time is unnecessarily lost each
day per car, by using steps of such dimensions, as it com-
pels passengers to use care and time getting on or off
the car. Another instance was noted in a large city, of
cars equipped with steps having risers of sixteen inches,
and every time ladies desired to board the car, the con-
ductor was obliged to alight and assist them on to the step
and then upon the platform, and go through a similar
operation when they left the car. This was no doubt
very pleasing to the conductor in some cases.
How many car miles were lost each day by this road
could easily be computed, if we only knew how many
lady passengers they carried. We would suggest that
managers of street railways give more attention to
the matter of steps when ordering cars, and are sur-
prised that this important feature has been so long over-
looked.
When taken into consideration that it is by means of
the step that all passengers must either board or alight
from the car, it is quite evident that the step is of no
small moment in car construction, and that such benefit
will acrue from using steps of proper dimensions, one
that possesses the advantages of a secure foot-hold
in all seasons and conduces to cleaner car platforms and
car floors.
THE LITTLE GIRL WHO STARTED THE
CABLE.
THE ceremonies that attend the launching of big
ships, opening of great enterprises and the com-
pletion of grand engineering feats, usually center
around the figure of some little woman or some little girl
who breaks a bottle of wine over the ship's prow and
baptizes man's big work of many weary months. Or, as
in the great harbor engineering masterpiece, when Hell
Gate reef in New York Harbor had been honeycombed
by bold divers who risked their lives and limbs, and the
many thousands of dollars in making ready the charge,
the chief engineer's little daughter pressed the electric
button that did the rest. So with many other instances,
and why not? Do not men labor in these great achieve-
ments for the little women and little girls of the world?
"TJT
MISS CONSTANCE CRIMMINS.
It is not strange, then, that the ponderous machinery
of the Broadway cable railway in New York City should
receive its first marching orders on January 31, 1893,
from the hands of Constance Crimmins, the ten-year-old
daughter of President John D. Crimmins, of the Met-
ropolitan Traction Company. Litde Constance, dressed
as she appears in our engraving and accompanied by her
elder sister and in the presence of many representatives
of the company and city press, turned with her own
hands the wheel that for the first time started Broadway's
cable on its endless and tireless trip. The test was
highly satisfactory and before many days both power
houses will be ready to begin operations. The complete
subjugation of gigantic mechanical forces was scarcely
ever better illustrated.
162
A FARE FREAK.
THE Islington Gazette funny man in his own dear,
drear)', English, funny way, says: "That tram-cars
should be provided with money-boxes for passen-
gers to put their pence in. The other night — conscience
makes me write this — I boarded a car whilst the conduc-
tor was on top collecting fares. He had a crowd up
there to deal with, and did not come down again by the
time I had reached my destination. Not wanting to be
carried further I got off, and went away owing the com-
pany a penny. Nobody shouted 'Police!' or 'Stop him!'
If the money-box was tacked on to the car the passenger
would be able to pay without waiting for the conductor
to come down. Or, better, it should not be the duty of
the conductor to go an inch beyond his platform."
Oh, for just one or two specimens of this new variety
traveler who will not rob a corporation ! We will exhibit
him at the World's Fair, or chain him in a North Side
cable car as an example of honest men that really live
outside of story books.
COMBINATION CAR FOR INTERURBAN
SERVICE.
INTERURBAN electric lines are in their infancy,
nothwistanding the large number already in success-
ful operation. As the Review has maintained from
the first, the development and possibilities in this depart-
ment of street railway work will rapidly grow into pro-
portions little dreamed of even by those who believe
themselves fully in touch with the times. The rolling
stock for these hnes will necessarily require some radical
changes from the ordinary day car on city lines. We con-
sider the cars now being delivered the Cayadutta Electric
Railroad, Gloversville, N. Y., the best arranged for this
interurban service of any we have yet seen. They are
four in number and built by the Gilbert Car Manufactur-
ing Compan)-, Troy, N. Y.
The Hne on which they are to run, and which will open
in a few days, is lO^/i miles long, connecting Glovers-
ville and Johnstown, and passes through Fonda and Ful-
tonville. Branch lines in the first two mentioned cities
Po r JohnstMMpBfilWflpBilU
COMBINED BAGGAGE, SMOKING AND PASSENGER CAR.
SORROW TURNED TO JOY.
THE trolley line on Bainbridge and Catherine streets
has defied the snow storms without interruption.
The continued snow storms and severe cold
weather have been very hard on the horse car lines and
the scenes of struggling beasts trying to haul overcrowded
cars has been truly touching and the opponents of the
trolley are now as scarce as flies. — Philadelphia Taggert's
Times.
A CITIZEN of Atlanta, Ga., sues the electric line for
having run over his pig, causing spinal troubles, which
resulted in the untimely demise of the porker. This,
however, is by no means the first time railways have
been called on to contribute lucre to a hog.
Alfred Dickinson, the inventor of the Staffordshire,
England, trolley system, has just been granted a patent
on the same in the United States.
bring the total mileage of the interurban system up to
eighteen miles.
General Manager T. C. Frenyear is a most progres-
sive man, and is determined to leave no stone unturned
to demonstrate the splendid earning qualities of his com-
bined "Freight and Passenger Line," as the letter head of
his company reads. The equipment at the start will num-
ber eleven motor cars, four trailers and one 35-foot bag-
gage car specially constructed to transport theatrical bag-
gage and scenery. Eight miles of the line are built on the
company's private right of way purchased for the pur-
pose, and the grading, blasting and filling have made con-
struction a no small undertaking. The whole system,
however, has been planned with a view to a large freight
traffic, and already an order has been placed for two
heavy electric locomotives for the freight business, each
locomotive guaranteed to handle a load of 300,000
pounds on a 3.5 per cent grade.
But to return to the passenger and express service.
The illustrations convey a good idea of the appearance
103
and plan of the car which, as stated, was made by the
Gilbert Car Company, and is mounted on McGuire max-
imum traction trucks with Griffin machined wheels.
Each truck is equipped with a 30-horse-power Short
single reduction motor, making 6o-horse-power to each
car. The guaranteed speed is twenty-five miles an hour,
on a level, and it is expected to make the run between
Gloversville and Fonda in less than half an hour and the
i-eturn trip (up grade) in thirty-five minutes. Rate of
fare not yet determined, nor charges for express and
baggage.
The car is 35 feet 6 inches over all and 8 feet wide.
The motorman occupies an inclosed platform opening
back into the baggage room, 7x8 feet. This room has
on each side sliding doors 3^ feet wide- The smoking
room is 6'/,xS feet, with stationary seats on three sides,
four large windows and a sliding door opening into the
passenger room. A movable seat permits access to bag-
gage room if desired. The passenger room has six
cross seats accommodating twelve persons, and two long-
itudinal seats seating ten more, which, with the smoker,
gives seats for thirty-one passengers. The rear platform
think that it is not advisable to build one large power
station, but rather to have two, three, or four small ones.
At each of these I propose to build furnaces on the incin-
erator or crematory principle, and inform the municipality
that we are prepared to take four to six hundred cart-
loads of rubbish every day. The initial expense of the
furnaces will be offset by the saving in fuel. We shall
mix with the rubbish a cheap combustible which I have
lately discovered, which will raise the heat unit."
Mr. Digby's venture will be watched with interest, and
if the increased number of stations does not unproportion-
ately increase the cost, economy ought to result.
A PROPHECY.
FM. SMITH, of East Oakland, Cal, is the new
luminary in the horizon of occidental rapid
• transit. He is many times a millionaire, abso-
lutely controlls the borax market of the United States and
has his eye on Europe. His income is estimated at
$20,000 a month. Recent franchises asked by him and
his agents in Oakland and its suburbs, coupled with the
~T^u5>Ntr»5o^ r~
mii^M.-
stw
t suDiHCi yw\
PLAN OF COMBINATION BAGGAGE, SMOKING AND PASSENGER CAR.
is also vestibuled. The interior finish is quartered oak
with polished bronze trimmings, and ceilings in quartered
oak decorated in gold. The cars are painted black and
ornamented and lettered in silver, altogether presenting
within and without a very neat and attractive appearance.
Manager Frenyear will establish three or more baggage
stations in Gloversville, where express parcels may be
left, and also depots in the other towns.
The Review predicts that this service will grow into a
business the proportions of which will be a genuine sur-
prise to people who are little aware of the coming possi-
bilities of the electric freight and passenger business.
A NEW FUEL.
INDIA, with its proposed electric railway at Madras,
brings about a series of new conditions to be met
by the power user. Fuel there, of a quality proper
for such extensive use as is necessary in street railway
practice, is expensive and limited in supply.
Mr. Digby, the engineer sent from London to Madras,
proposes to make both ends meet in dividends by utiliz-
ing what has heretofore been not only an unproductive
element but a public nuisance as well, namely, the street
refuse of the Indian metropolis. Mr. Digby says: "I
fact that a number of old franchises have been bought by
him, point to a magnificent scheme of consolidated electric
lines. The line will skirt the foot hills to Ilaywards, out
from West Oakland, after touching North Oakland.
Turning south it will reach San Jose and go on to the
base of the Santa Cruz mountains at Saratoga. Other
feeders ramifying to the surrounding villages and planta-
tions will bring every commercial interest to a head at
the most convenient commercial points. It is not a rash
prophesy to say that the time will come when the magnif-
icent, but still unused water power of the Sierra will be
harnessed in the service of civihzation and commerce,
making all the beautiful country one vast interdependent
system of the country and city.
Subsidary operations in real estate are already maturing
and the millions of acres now without adequate trans-
portation facilities will before many years teem with life
and prosperity.
Cobden said once, in reply to a friend who hoped
to see the day when all Englishmen would read
Bacon, "And I, sir, shall hail the day when every
man shall eat Bacon." So we look forward to the
time when the poetry of the future will be the hum
of the trolley translated into a more satisfactory life for
the ruralist.
164
THE BALTIMORE-WASHINGTON ELECTRIC.
THE MEHLING CAR.
£**■ VIDENCE begins to crystalize that the Philadel-
I phia S3'ndicate is preparing for the completion of
> the idea published last 3-ear of putting in an
electric railway service between the city of Baltimore and
the capital of the United States. Recently the Belt line
in Washington was bought by the syndicate and the Bal-
timore lines have been well in hand for some time. This
gives first class terminal facilities in both cities. All of
these incidents point to the earlj^ realization of the scheme.
The suburban realties of Baltimore have risen already in
expectation of the buOding of the line.
The recent decision in the Philadelphia trolley cases
will save 8,500 quaker horses from some verj' hard work.
Of this number the Traction Company owns 4,672.
CLEVELAND is fast becoming a leading center
for the manufacture of street railway supplies,
and among the more recent of the industries de-
voted to such products is that of car building. The G. C.
Kuhlman Company, among other types of street cars,
have the exclusive manufacture of the " Mehling Car,"
which has proved so popular on the East Cleveland road,
and one of which cars is illustrated herewith, showing
both sides and the interior. As will be noticed from the
car illustrated, one platform is fitted up for the exclusive
use of the driver, and the rear platform made specially
large to better accommodate the exit of passengers, and
standing loads. To compensate for the closing of the
front door to passengers, a sliding side door is placed
midwaj- in the body of the car, made accessible by a
IKTERIOR OF MEHLING CAR.
THE SITUATION IN INDIANAPOLIS.
THE street railway situation in Indianapolis is becom-
ing more intricate the more it is analyzed. The
latest phase is the point brought up claiming that
the Citizens' Company has no rights because the sale by
the Johnsons was illegal. The new owners in turn
claim a perpetual franchise in the city. This position
tends to shut out the new "unknown" company from
any city rights. The new owners of the Citizens'
have made prompt payments on the property, and
took possession the first of March. Mr. Mason, the
company's attorney, says that the unvalidity of the
Johnson sale is an old story and does not cause him
anjr uneasiness.
running footboard. This door opens into the aisle, 22
inches wide, and extending the entire length of the car.
By this means passengers can easily depart without pass-
ing out over the rear platform and those in the forward
seats have only the car length to walk. The use
of the side door in winter also is pronounced a great
advantage in preventing strong draughts through the car.
The body is 22 feet 6 inches long, 8 feet 2 inches wide,
and the length of car over all 32 feet; wheel base is 7
feet 6 inches and wheels 33 inch diameter. Although the
Mehling patents cover removable sides, the car illustrated
has stationary panels, but the side windows are large,
using glass 34 inches square, and sash drops to lower
edge of sills, making practically an open car. The
windows in the doors also drop. Curtains are hung on
165
Hartshorn rollers and fringed with Dutch leather. Inter-
ior trimmings are curly white maple for ceilings and cherry
for sash and door: metal
trimmings are of polished
bronze, and all the glass is
polished plate. Eight cross
seats are provided, each com-
fortably seating 4 adults, giv-
ing a total seating capacity
of 32, while the standing
load which can be carried
without inconvenient crowd-
ing brings the load up to 90
or 95.
A feature passengers
appreciate, and which saves
much uncomfortable twist-
ing of necks, is the electric
buttons opposite each seat
which indicate on the rear
platform. The conductor
also has push button con-
nection with his driver, and
the use of bell cords is en-
tirely done away with. The
advantages of this where
stationary registers are used
will be obvious. The truck under our illustrated car
will be recognized as the familiar type manufactured by
the Stanwood steel type. Taken altogether the car
presents a most attractive appearance and is proving
ENTRAN'CE SIDE MEHLINO CAic.
highly satisfactory both to the railway people and the
public on account of the facility with which passengers
can be received and the com-
fort of travelers and increase
of revenue consequent
thereon.
CLOSED SIDE MEHLING CAR.
the Fulton Foundry of Cleveland, in which city so many
of these trucks are in daily service. The steps are of
A MAN whose principal
feature was very red hair
recently mounted a Philadel-
phia street car with a 'cute
little pup tucked under his
arm. He was hardly seated
when a young lady exclaim-
ed, "Oh George, isn't he too
sweet. What kind is he 'i
George 'lowed in a loud
voice that the pup was setter.
Another j'oung lad}' was in-
formed by her escort that the
dog was a fox terrier. An-
other called his sisters atten-
tion to that "pretty deer
hound." Several other sug-
gestions called the animal a
beagle, a pointer, and a New-
foundland. Finally the red
headed man arose, a little
unsteadily and remarked,
"ladies and gentlemen, this
yer dawg is a Scotch collie,
and he haint never been no setter, fox terrier, deer
hound, pointer, beagle, nor other kind of dawg!"
166
SHE TALKS BACK.',
HOW A PATENT PROTECTS.
WE have been expecting it a long time. Now
it h?s come. So much has been said of the
ungratefulness of women, and the legal and
moral ownership of a street car seat, that evidently one
straw too many has at last fallen — and our spine is frac-
tured. She's a Wisconsin woman, too, and her name is
Harriet Forrester. She analyzes the terrible question
with a cold, impartial analysis, Harriet does, and in such
a pointed, undeniable way as to almost make one feel
she is right.
Still Harriet never was a man, probably never gave
up her seat to a woman no older than herself, and — take
special note — she positivel)' avoids anj- mention of the
female who with her bundles occupies the space intended
for three grown persons, or the one who holds a load five
minutes on the rush trip to be informed her car heads the
other way. But what did Hattie say? Just listen at this:
"I think it about time for some woman to defend her
sex from the attacks made upon her behavior in the street
cars by the man of to-daj-. It seems to be a recent griev-
ance, and, if one is to judge from the articles written
upon the subject, a serious one. I am a patron of the
street car (and, needless to say, a woman). Leaving the
question of the aged, and the woman with the babe out
of the subject, I think it right and proper for all to be on
an equal footing (We object; Chicago girls have small
feet — Editor) in a public conveyance, and I am sure
there is not a woman but agrees with me, and would
much rather stand than to deprive the man of the place
for which he has paid.
'•But it is the actions of the men that make the women
uncomfortable. The man who takes refuge behind his
paper is a blessing. It is the one that glares at the poor,
unoffending, swaying creature, and begins to fidget. Of
course he attracts the attention of the woman standing
before him, and she no doubt glances at him, when up
he leaps, points to the seat with the look of a martyr, and
turns his back before the woman has a chance to thank
him or smile an acceptance. I read, not long ago, of a
man who made the assertion that he would be 'almost
willing to marry the first woman who thanked him for
giving her his place in a car.' All I say is, 'Give her a
chance to thank you.'
"Now my poor, abused man, keep your seat in a car,
unless, as I said before, an aged person, or the woman
with the babe — and, I forgot, a beautiful woman — comes
in, and do not think every woman standing who glances
at you wants your place. But when j'ou are kind enough
to get up and give her your seat, give her a chance to
thank you, and remember,
"Sometimes not to see anything is right;
By being blind 'tis thus we Iteep our site."
WITH pointed good sense the Railway Review
of this city says in a recent issue; Speak-
ing of the value of patents, a business
man interested in such things asserts that a patent does
not patent in this country. "All that the patent office does
is to give you a paper with some writing on it, and
if another man steals your idea, and goes to manufac-
turing your invention, the patent office will not lift a
finger to protect you or to stand by its own decision. The
fact that j'ou've got a patent is a point in your favor, but
you've got to hire lawyers and fight the thief in the courts,
and if he can stand it to hire lawyers longer than you,
that settles you, and you might as well make him a pres-
ent of your invention. There are lots of men in the coun-
trj' getting rich on the discoveries, of other people. All
they had to do was to take 'em and fight the real dis-
coverers into poverty. The patent office, to be respected
and to be of any use, ought to have the power to cause
the stealer of a patent to be sent to prison."
FOREVER AND FOREVER.
The constant drop of water
Wears away the hardest stone ;
The constant gnaw of Towser
Masticates the_toughest bone;
The constant cooing lover
Carries oft' the blushing maid,
And the constant advertiser
Is the one that gets the trade.
— Titbits.
ELECTRICITY FOR STEAM ROADS.
The street railway company at Boone, la., is contem-
plating an extensive summer resort system on the park
plan. Gravelled walks, dancing pavillions, a race track and
other features are in view. The railway is not yet built.
CALIFORNIA is the first state to begin legisla-
tion tending toward the inevitable ultimate,
interurban connection by electricity instead of
steam. Assembly bill 697 is so drafted as to provide that
every railroad operating in California by steam motive
power may use electricity in the place of steam or elec-
tricity and steam in conjunction for propelling cars on
such railroads or parts thereof. This will give the steam
roads power to use their road bed already laid in the
interests of electric service and establish what has long
been advocated by the Review, namely, the inaug-
uration of longer interurban electric lines than have yet
been attempted. This project brings forcibly to mind the
prophecy of Frank J. Sprague, that the revolution of
steam traffic will be effected, not by long lines built out of
hand, but by the gradual extension and union of inter-
urban lines.
"Taken insane in a street car at Buffalo the Rev.
Theodore Lyman, of Cold Springs, N. Y., began preach-
ing to the passengers." Great numbers of people have
been taken insane and have begun preaching to the com-
panies, but this is the first instance of the tables turned.
We hope it is a symptom of better times coming.
^gB^%iiti;(i^^%it»?
107
FT. WAYNE'S ELECTRIC SYSTEM.
A Brilliant Success— The Men Who Made It, and How They Did It.
THE histoiy of the Fort Wayne Electric Street
Raihvaj- Companj- extends back tvventj^ years,
when kerosene and horse cars were regarded
au fait. At that time, however, Fort Wayne
was not prepared physically or financially for much
greater things, and the rising generation in Fort Wayne
should not look down on their pa's and ma's for patroniz-
ing these primitive institutions. This pioneer railway was
operated by the Citizen's Railroad Company, which insti-
tution later was fortunate enough to fall into the hands
of its present owners, John H. Bass, F. DeH. Robison
and S. B. Bond. This happened in 1SS7.
With the change in ownership came material, improve-
ments which amounted to the re-equipment of the horse
lines with all the latest idea in that style of traction.
In these days, however, it became evident to the owners
of the road that Fort Wayne was becoming too large
and progressive a city for such things as slow-going
horse cars, and another re-equipment, this time electrical.
in this way, and says that although it is not so theatrical
a method as the other, it is far more satisfactory in the
long run. The same method was employed in the intro-
duction of the cable into Cleveland, O. The result of the
efforts of the company is most gratifying, and to-day the
rapid transit system of Fort Wayne has no superior in
cities of its class.
The Fort Wayne Electric Railway system now con-
sists of five lines; one belts the principal business portion
of the city while the other four run through the main
arteries of traffic. Of the through lines one opens com-
munication north and south, the other three traversing the
lines of greatest travel east and west. All lines meet for
starting and transfer at the corner of Main and Calhoun
streets, near the company's otlice. This corner is the
busiest in all the lively city, presenting a verj' metropoli-
tan appearance.
The road bed for the main part is over brick and wood
block paved streets. The companj' paves the space
EXTERIOR OF POWER IIUUSK.
GAS METER,
THE SWITCH BOARD.
was proposed. After the usual preliminaries of argu-
ment with the city fathers, the new regime began, and
in May, 1892, M. S. Robison, Jr., of Cleveland, Ohio,
commenced the good work, with his accustomed energy
and foresight. The most sanguine outsider, judging by
comparison of like enterprises, did not hope for the com-
pletion'bf the change within a year, but on the eighth
day of July, 1892, the first line was run with motors, and
b)^ the first of the succeeding September the entire trans-
formation from horses to electricity was accomplished,
the doubting pedestrians of Fort Wayne's population were
galvanized into a succession of electric surprises, and the
road was opened. The term "succession of surprises" is
used guardedly, as it is Mr. Robison's practice to teach
his patrons rapid transit in a series of easy lessons. This
is accomplished by retiring the horse cars one by one and
introducing the cars propelled by the new motive power
in the increasing ratio. This plan accomplished two
desired effects; first, it accustomed women, children and
horses to the new order of things by degrees, and second,
it gave ne'w motormen the necessary practice at horse car
speed. Mr. Robison retained all his horse car drivers
between the tracks and unreservedly endorses brick pav-
ing. Their method is to lay a foundation of broken
stone eight inches deep. Over this is spread four inches
of gravel, on which the brick is laid. The cost is in the
neighborhood of $2.00 per yard, and the results uni-
formly excellent. One stretch of T rail track is worthy
of special note, as the careless observer would declare
that girder rail had been laid. The method is this:
Foundations of broken stone and gravel are laid, as above
described, and upon this are laid 6x8 inch white oak
cross ties, spaced two feet from centers. The brick is
then laid, with special "o" shaped brick next the rails.
This gives almost as easy driving surface and turning out
facilities to teams as girder, and all the advantages of T
rail track at the same time. The rail used is the Illinois
Steel Company's 60-lb. T, $}{ inches deep. Johnston
66-lb. girder is used on the principal lines. This con-
struction brings the pavement on a level with the car
wheel, at the same time suspended joints obtain altogether,
and two rail bonds are used.
The overhead construction was designed by the Short
Company. No. "o" trolley and oooo feeders is the rule.
168
and the result shows a saving of two-thirds in wire, with
a considerable salvage in power. The system is divided
into eight separately fed sections, managed from the
power house. These sections are again provided with
cut-outs. Wooden poles are used, with the exception of
a mile and a half of Van Dorn iron poles.
The rolling stock consists of fifty-nine handsome cars
made by J. M. Jones' Sons, West Troy, N. Y., with eight
more under contract, from the same firm. All are lighted
by ten i6-candle power electric lights, and present a beau-
tiful appearance at night as well as by day. Lewis &
Fowler stoves and headlights, and Meaker's registers,
equip the cars. All motor cars carry two 20-horse-power
Short's single reduction motors. Dorner & Button trucks,
and Bass Foundry wheels, are under the cars.
lines loop out of this house, requiring no transfer table.
The cars are all inspected at the house, no inspectors
being required on the road.
The power house is an elegant structure 75 by 150
feet. It is built of brick with stone trimmings, with a
steel trussed roof covered with slate, and is as near abso-
lutely fire-proof as could be made. It consists of a boiler-
room 50 by 75 feet, and an engine room 75 by 100 feet.
Here the floor is as clean as an office, no ashes are observ-
able, no shovels, no pokers, no stokers, and the enquiring
visitor's questions are solved by two words — natural gas.
The gas comes into a meter or reservoir at 60 lbs. pres-
sure, from a 6-inch pipe. Here this is reduced to enter
the furnaces at ten ounces, and, mixed with air, burns
fiercely. The lone man who manages the battery of six
ENGINE ROOM.
BOILER PLANT.
The car house and repair shop, at the corner of Main
and Glasgow avenues, is built expresslj' for use. The
building fronts 120 feet and is 160 feet deep. The east
end is literally one great window, 52S panes of glass
admitting sunlight. Here are seven tracks and pits for
car inspection capable of holding thirty-five cars. The
repair shops have had so little work that the name is
scarcely deserved. Seven men, including blacksmiths
and painters, are all the work needs. In six months only
one armature has required attention, and that but little,
only a part of the winding having been burned. Mr.
Robinson requires each car to be varnished annuall)',
and states that this custom keeps the paint in good condi-
tion for a period of years. A Hathaway transfer table
gives the best of satisfaction. Everywhere 2^^ -inch cot-
ton fire hose is convenient and affords ample protection,
nozzles being always attached. The two big Lewis &
Fowler sweepers have here their lair, and to their credit,
and to the credit of the efficient superintendent, L. D.
McNutt, be it said, that during the late fall of sixteen
inches of snow, at no time was Fort Wayne deprived of
street cars "on time." It required work and worry, but it
paid in gold dollars and golden opinions of the public.
The car house at the corner of Railroad and Clinton
streets is an iron structure 130 by 150 feet in size. Two
ISO-horse-power boilers, wears a clean face and hands,
and could attire himself in a boiled shirt. The boilers,
as represented in our engraving, are 16 feet long, 72
inches diameter. Three are kept in reserve. They
were built bv the Bass Foundrv & Machine Works, of
-I — ' — 1~
BASS WATER HEATER AND PURIFIER.
that city. Four flames of natural gas feed each furnace,
which altogether require 250,000 feet per diem. The
gas is piped forty-eight miles, entering the city with a
12-inch main. The piping, made by the Bass Works,
KiO
consists of a 20-inch header back of the boilers, with a
12-inch pipe to a Stratton separator. The feed water is
purified in a Bass purifier, which takes out from 660 to
700 lbs. of lime weekly from the very hard spring water
used. An illustration of this excellent feed water heater
and purifier is given herewith. Duplex pumps feed the
boilers. The engines, a detailed description of which is
given below, were made by the same extensive firm, and
are housed in an adjoining room 100x75 f^t^t- They are
belted direct by 24-inch Munson belts to three 200 kilo-
watt, 275-horse-power, Thomson-Houston multipolar gen-
erators. One engine and generator is kept in reserve.
There is space left in the engine room for double the
amount of power and if present symptoms may be diag-
nosed the waste places will
be made glad before long.
The three ponderous en-
gines are very quiet in
their action, and conversa-
tion ma)' be carried on in
the ordinarj' tone of voice
anj' place in the room.
Immediately in front of the
elegant switch board the
visitor sees a trap door, the
myster)- of which is easily
explained bv raising the
same and descending a
flight of stairs, at the same
time manipulating an elec-
tric light switch. After
these two actions, the
stranger finds himself in a
well lighted, dry, cemented
vault 60 feet long, 7 feet
high and 4J4 feet wide.
On the ceiling of the vault
may be seen at a glance
every feeder and return
wire that comes in or goes
out of the station. The
switch board is of light,
open construction six feet away from the wall. The
electric equipment is from the General Electric Com-
pany, and consists of three multipolar 200 kilowatt
generators, one always in reserve. The switch board
was put in by the same compan)'*. As one of the side
tracks of the P., F. W. & C. Ry. runs alongside of the
boiler room, every facility for receiving coal is afforded if
at any time the natural gas supply gives out, which catas-
trophe is not anticipated.
The three engines, which are of the Corliss type, were
made and erected by the Bass Foundry & Machine
Works, Fort Wayne, Ind. The cylinders of these engines
are 20-inch diameter by 48-inch stroke. The driving
pulleys are 16 feet in diameter, 29-inch face and weigh
28,000 pounds each. Each engine is rated at 270-horse-
power, with 90 pounds steam pressure.
These engines are specially designed for street railway
JOHN H. BASS
work, which is, as all experienced builders know, the
most trying service to which an engine can be subjected.
At the street railway power house we have seen one of
these engines developing 400 horse-power when not cut-
ting off at all, owing to a momentary excessive demand
for current, when suddenly, the electrical apparatus being
overloaded, the current breaker would " fly out " instantlj'
reducing the load to nothing, while the variation in the
speed of the engine was not noticeable to the eye. Under
ordmary conditions the extreme variations of load will
come within one per cent of the speed.
This excellent regulation is due to the delicate action
of the governor which is of the Porter high speed type.
Very light balls are used, running at high speed, making
the governor quickly re-
sponsive to the slightest
change in load. The gov-
ernor is highly finished,
and previous to use is rig-
orously tested on a testing
block in the shop.
One of the most prom-
inent features of the im-
proved Bass - Corliss en-
gine, next to the delicate
governing mechanism, is
the noiseless valve trear.
The releasing gear is so
quiet in action, owing to
its special design, ihat
when in proper adjustment
it can ■ scarcely be heard.
The dash pots are also of
improved construction,
noiseless and prompt m
action, and are not affected
by any extreme variations
in load.
The guides are cast solid
with the girder or frame,
forming a part of it, and
are bored in actual align-
ment with the cylinder, the top and bottom guides being
connected with a heavy cast ring directly over the center
foot, thus carrying the strains from the top guide direct
to the foundation. The cross-head has adjustable gibs
turned to fit the bore of the guides, and has ample wear-
ing surface. The steam cylinders are jacketed in a neat
and substantial manner with quartered oak tastily trim-
med with nickeled mountings. The general appearance
of the engines pleases the artistic taste as much as the
details appeal to the mechanical mind; in fact a more
quiet and tasty engine room than the one described would
be difficult to findjanywhere.
A desire to know the origin of these engines took the
Review representative to the extensive works of the Bass
Company, where the mechanical superintendent, F. A.
Rider, said:
" Yes, we are proud of our engines. This design is
170
new, has but recently been put on the market, and com-
bines the best points of existing engines with our original
improvements affer careful investigation with the special
object of meeting the demands of electric street railway
work. We believe we are producing an engine that will
satisfactorily fill the most exacting requirements of this
severe and tr3'ing service."
A glimpse of the erecting floor showed numerous en-
gines in process of construction, among which were
noticed a compound condensing engine i6 and 30 by 42
inches for the World's Fair, where it will be an opera-
tive and competitive exhibit, its location being in the
machinery hall; also two 30 by 60 inch for use in the
manufacture of tin plate by the New Castle Steel & Tin
Plate Company, of New Castle, Pa. These latter
M. S. ROBISON, JR.
engines have each a 40,000-pound fly-wheel and a shaft
20 inches in diameter by 20 feet long. The total weight
of each of these monsters is 190,000 pounds exclusive
of the gearing arrangement for driving the roll trains. In
addition there were a large number of other engines of
all sizes, in various stages of completion. These works
are having a large demand for their engines, their shops
being operated to their fullest capacity day and night.
JOHN II. B.\SS
has, perhaps, more than any one man, made the beauti-
ful and prosperous city of Fort Wayne what it is to-day.
Mr. Bass comes of a fine old southern family, originally
from Virginia and the CaroJinas; his father removed to
Kentuck)- when onlj' two years old, where J. H. Bass,
the subject of this sketch, was born at Salem, in 1S35,
was educated in the- state, removed to Fort Wayne when
seventeen years old, and soon became the book-keeper
of Jones, Bass & Company, founders and machinists, in
which his brother, the gallant soldier. Col. Sion S. Bass,
who fell on the bloody field of Shiloh, was a partner.
In 1858 formed a co-partnership with Edward L. Force,
under the firm name of Bass & Force, the business being
carried on in that name and the Fort Wayne Machine
Works until 1863, when the firm of Bass & Hanna was
created and carried on by them until 1869, when Mr. Bass
became the soleownerby the purchase of the property after
the death of his partner. In the same year he established
the St. Louis Car Wheel Company, still owned and oper-
ated by him. In 1873, in the face of the greatest finan-
cial panic this country has ever known, he had faith
enough in Chicago to place there another branch of his
business, which is now in successful operation.
In 1880 the Bass Foundry & Machine Works and allied
interests became so large that it was thought expedient
to establish iron furnaces in Alabama, where, under his
supervision, greater care could be taken in the production
of a portion of the iron used in the manufacture of car
wheels, which have since become so famous.
Mr. Bass' chief interest in the street railroad was to
aid in building up the city of his adoption, and enhance
the value of his real estate there; but his interests do not
stop here for he is also the owner of the famous Brook-
side farm, situated near Fort Wayne, renowned for its
Clydesdale horses and Galloway cattle, president of the
First National Bank of Fort Wayne, and a director of
the Old National Bank.
!\I. .S. ROBISON, JR.,
the vice-president and treasurer of the Fort Wayne Elec-
tric Railway Company, has had the most thorough and
comprehensive street railway and engineering education
and experience although still on the sunny side of middle
age.
The foundation for hi.s present successful career was
laid in the engineering department of the Northwestern
University, from which he was graduated in 1877. After
several years of miscellaneous work in his profession
he entered the corps of the Cleveland Street Railvva}'
Company in 1888 as office secretary. After a
year and a half in this capacity he became super- '
intendent and treasurer of this extensive horse
line, and on its change to mechanical traction as
the Cleveland City Cable, accepted a like office with the
new corporation. The most onerous and trying work of
the change of system fell upon Mr. Robison. In fact,
after a long period of labor day and night in this cause
he found his health so much impaired that rest was im-
perative. Resigning March, 1891, Mr. Robison began
an extensive tour, which included all that was worth see-
ing in the United States, Mexico and Canada. Idleness,
however, was not to the taste of Mr. Robison, and with
the return of health, he became interested in the proposed
electric fine at Fort Wayne, in January, 1892. The suc-
cess of his new venture needs no further compliment than
the above account of the line.
Mr. Robison has a happy social disposition evinced in
his prominent connection with the Fort Waye Club, the
Civil Engineers' Society, of Cleveland, and the small club
which owns an island in Georgian Bay on the great lakes
171
A NEW ELECTRIC HEADLIGHT.
THE superiority of electric light over oil lamps where-
ever it is possible to use the former goes without
saying. The American Reflector & Lighting
Company, So Jackson street, Chicago, however, goes a
step further, and claims that an electric headlight when
practicable is a long step in advance over the ordinary
methods of track illumination and light warning. With
this end in view they have coupled to the foregoing im-
provements a new method of route signs.
Their electric headlight shown in our engraving is a
durable, efficient and powerful illuminator, besides bear-
ing in full view on its glowing face the route or destina-
tion of the car in strongly marked letters. These signs
are revolving, so that two, three or four can be shown at
various times as the route of the car or train requires.
The light is as easil}' transferable from one to the other
end of the car as an oil headlight, besides enjoying the ad-
vantages above enumerated. The route signs are changed
by rotating a disc by means of the button catch shown at
the left of the engraving and turning the disc. No mis-
takes can be made b}' a passenger, and the amount of
satisfaction to the public more than pays for the change.
On small lines where a car is compelled to travel several
routes the advantages are easily seen, and on longer lines
the. exact termini of every train can be shown without
the possibility of a mistake.
Recognizing the fact that man_y roads not electric, and
even many electric roads maj- not find this headlight expe-
ELECTRIC HEAD LIGHT WITH REVOLVING SIGN.
dient, an improved form of oil headlight is made by the
same company and illustrated above. Its catalog num-
ber is 167, and it combines all the superior features of the
electric headlight with the oil luminant. It is easily trans-
ferable to either end of the car and gives a steady pene-
trating light. A cheaper article without the revolving
.signs is numbered as 166, but is fitted with the mirror
plate or parabolic metal reflector, as is desired. The
wick turns down easily and is not affected by the jolting
of the car. Its clear light and freedom from objec-
tionable odor gives it great advantage over ordinary
cheap headlights. It is six dollars cheaper than the fore-
going. The American Reflector Company is not new in
the business, as their e.xtensive factories at 215, 217, 219
South Clinton street testify. The railway headlight
OIL HEAD LICHI WITH RE\'OLVIXG SIGN.
branch, however, is a later venture, which their wide ex-
perience and large facilities justify. Their goods have
the backing of a fair fame and fortune and deserve a warm
reception from the trade. Catalogs and information on
application.
THE COMBINED RAILWAY AND LIGHT
PLANT AT ASHLAND.
ANOTHER consolidation of electric light and rail-
way work is found in a new plant at Ashland,
Wisconsin. It is said to be one of the finest in the
northwest. About 200-horse-power capacity is devoted
to the railway department and 300 to the electric light.
Ideal high speed engines are used with General Electric
Company's electrical machinery. The question of plants
for supplying both light and railway power has been from
time to time discussed in conventions and in the technical
press, but has never been agitated at length. If there is
economy in large plants against small ones, there ought
to be economy in such combined plants.
CONCORD'S CASE.
A BIG dam enterprise is on foot in and about Con-
cord, N. H. A syndicate of New York and local
capitalists have already bought considerable land
outlying Concord and West Concord village and along
the Merrimac river. Across the river at Sewall's Falls a
dam is to be built which will furnish the power for an
electric plant, which will be utilized for manufacturing
purposes, and in connection an electric belt line will be
built from the city proper to West Concord, thence to the
Falls, where the river will be crossed, and then through
the valley to East Concord.
172
A RAPID SAND DRYING MACHINE.
ELECTRICS AND THE SNOW
SAND may well be used to typify the virtuous
qualities in a street railway manager, which in
other good people is described as salt full of
savor. He must have sand and lots of it. Sand in his
backbone and sand on his track.
Increase in speed has developed a rapidly increasing
necessity for the employment of methods for overcoming
that speed not necessary under the horse regime. Sand
also comes handj- in starting a motor car on an icy track.
In fact, sand has been permanently added to the long and
varied list of supplies needed in the operation of a street
car.
George Carlson, of 112 Oak street, Chicago, and for
several years connected with the City Railway, has just
invented a machine intended to rapidly, effectively and
economically, dry sand for car use. The illustration is in
itself a verjr fair description of the device. From a hop-
per, at the elevated end of the dryer, the sand passes into
THE heaviest storm of the season visited south-cen-
tral Pennsylvania and Ohio, beginning February
21. The Reading and the Pennsylvania lines
were badly blockaded by the snow and all trains were
delayed from twenty minutes to an hour and a half. The
electric roads, however, were kept in good running order
throughout the section of the country, and unquestionably
demonstrated the ability of this subtile force to do all that
is required of any steam lines. It is true that the mileage
of the electric lines was not so extensive, but the condi-
tions were ranch more trying, in that the snow from the
tracks had to be entirely removed, so as not to interfere
with teaming. Besides this the sweepers and snow plows
on the electric lines are necessarily lighter in construction
and less effective than the mammoth rotaries which plow
their elephantine path over the roadway of the steam
brethren.
There are few places even in the most northerly dis-
carlson's sand dryer
a cylinder and while passing through to be discharged at
the lower end is carried around and tossed about so as to
expose every particle to the heating influences of the hol-
low shaft which is filled with steam. The cylinder is
revolved by means of a worm gear at the lower end. A
current of air can also be forced into the lower end of the
cylinder to carr^- out at the farther end, all moisture and
steam as fast as generated. When the sand reaches the
escape holes it has traveled 300 feet, and when discharged
is perfectly dried and ready for use, or may be stored
under cover. The old method of drying occupies several
times as much room, and is not nearly as rapid and
economical as b}' the machine. The device is equally
well adapted for the drying of grain and other com-
modities, as the distance traveled in the cylinder may be
decreased or increased to any length required.
tricts, where street car traffic has been interrupted bj' this
severest of "old fashioned" winters, and we know of no
line that has suspended operations on account of the snow.
Numerous managers have everlastingly earned the respect
and gratitude of their fellow citizens b}' their heoric fight
for open traffic. The public is proverbially ungrateful
and the hard work and great expense of this winter will
probably be forgotten before the spring rains set in, but
in such case the manager will be able to solace himself
with a re-reading of his winteVs' compliments.
Thk mules of the New Orleans & Carrolton Railway
are now being sold in lots to suit purchaser at the lowest
prices. Such is the import of the big advertisements
displayed by the railway Company.
The Fulton Foundry Company, of Cleveland, is hav-
ing great success with their electric trucks No. i A and
No. I B. Within the last thirty- days they have received
orders for thirty-five or forty trucks and are receiving
additional orders from companies that have tried them.
There was a sharp competition with well known makers
at Springfield, O., and since the first order was given they
have received additional orders twice. These trucks are
now among the well known and standard trucks of this
country.
173
ELECTRICS POPULAR IN NEW ORLEANS.
IN no city in the country has the introduction of elec-
tric cars occasioned as much public interest as in New
Orleans. To sa}' all classes of citizens are delighted
does not do the subject justice. For the first few days
people crowded the cars, remaining on several trips, simply
to enjoy the novelty, and it will be some time before all
the strictly pleasure riders will have had an opportunity
to say they have gone over the line.
Out illustration shows a special party, consisting of the
major of New Orleans, Hon. John Fitzpatrick and his
family and friends, enjoying a trip of inspection in a
private car, accompanied bv Superintendent Haile and
Chief Engineer Johnston. The car is the finest on the
road, is handsomely decorated within and has been named
gained his franchises and let his contracts for the immedi-
ate building of the road. The system will accommodate
that great and growing section of Chicago's metropolitan
area near the Indiana state line, north to South Chicago,
and toward the lake to East Chicago. A line direct
from Hammond to East Chicago will furnish transit
between these two centers, with another line between
East Chicago and Roby, the Mecca of horsemen, con-
necting with the South Chicago electric railway and the
Calumet. A cut off line gives a direct passage between
Lakes George and Wolf from Hammond to Roby. The
distance to the state line, including Hammond, is lo'-^
miles, with a total of 13 miles to South Chicago.
The contracts let, go to the following firms: Electric
equipment, Westinghouse, eight car equipments of two
20-horse-power motors and one 200-horse-power multi-
THE INSPECTION TRIP OF THE CARROLLTON LINE.
in honor of the mayor, who is a strong advocate of the
new system and who takes great interest in a still further
extension of electrics in the Crescent Cit}-.
HAMMOND AND EAST CHICAGO STREET
RAILWAY.
ONE of the most enterprising firms of railway-
builders and contractors in the country is lodged
in the Pullman Building as C. E. Loss & Co.
Mr. Loss, the head of the firm, is too well known to
need any introduction to the street railway public, as his
name has been connected for the past few years with so
many enterprises in Illinois. One of his most commend-
able and successful ventures is to be known as the Ham-
mond & East Chicago Street Railway Company, which
will furnish rapid transit to fully 70,000 people who have
heretofore walked, drove or stayed at home. These
undesirable and expensive performances will soon be a
thing of the past, as Mr. Loss has perfected his plans,
polar generator; Wharton will furnish 63-pound girder
rail for the track; Pullman will build eight 28-foot motor
cars; the Railway Equipment Company will furnish the
overhead material and Ed. Ayer, Owings building, the
poles; J. A. Roebling & Sons will supply No. o trolley
wire and 000 feeder. The Ball Engine Company put in
the steam plant complete, which consists of one 175-
horse-power engine, duplicate battery of loo-horse-power
with steam piping and fittings. The power house will be
of brick, 150 by 80 feet, situated in East Chicago, mid-
way between termini. It will cost $25,000.
The company which is the last and successful owner
of the franchise is a strong one, composed of Wm. Fitz-
gerald, president, Chicago; Chas. F. Grifiin, of Ham-
mond, vice-president, ex-secretary of state of Indiana; S.
F. Minzesheimer, secretary; Lazarus Silverman, Chicago,
treasurer, and C. E. Loss, general manager. Mr. Loss
has financed the company, obtained the franchises, and
retains his interest in it by building the line.
174
MULTIPHASE CURRENTS FOR TRACTION
WORK.
ELECTRICAL development in the line of light
and power distribution has gone through an
evolution brought about by the necessities of the
case. For distribution within a limited area direct cur-
rents at low pressure were and are still the most economi-
cal means. When the demand came for distribution over
large areas the electrical engineer finally responded
with the system of alternating currents .sent out at high
pressure and "converted" to a lower pressure by trans-
formers near the place of consumption. This was a great
step in advance, as the use of high pressure greatly
decreased the amount of copper necessary in the lines.
The plain alternating current has not yet been commer-
cially applied to small motors and for supplying the
demand for power distribution at a distance the three-
phase alternating current is coming into use at present.
This current will admit of transformation from one pres-
sure to another and is admirably suited to motor work,
though as it requires three leads, is not so convenient for
lighting as could be desired. However, the three-phase
system has now gained a foothold and its use for trans-
mitting power to a distance may be considered as assured
for sometime to come. There are two reasons why the
multiphase current has not come into use on electric rail-
ways. In the first place there have been practical diffi-
culties in the way of making three electrical connections
with a moving car. In the second place the railway's
now in use are so short that there has not been an
excessive demand for an economical means of supplying
power at a distance from the generating plant. We think,
however, that the majority of electricians will agree with
the ideas recenth' expressed b\- Professor F. B. B'adt to a
representative of the Review. In his opinion the ten-
dency of thought and invention among electrical engineers
is toward the use of multiphase currents and transform-
ers for supplying power to electric railways. Indeed
with long distance lines this seems almost a necessity and
it might be a great economy in shorter ones. Multiphase
currents for railway work have not been tried, but their
use is an implied necessity in nearl}' every scheme in-
volving the transmission of the power from a distance.
From the present outlook in the electrical field the multi-
phase motor is a most promising candidate for future use
and there are good reasons for thinking that electric rail-
way work will follow the same lines of development as
electric light and stationary power.
As is well-known, Professor Badt has recently re-
ceived patents on a multiphase railway system, and
although he has worked out many details as to the possi-
ble ways of making connection with the car, he does not
claim that the system as patented will necessarily be
a commercial success, but it is to be taken simply as a
step in the line of future progress and as indicating
"which way the wind blows." In regard to the sj'stem,
he suggests a few points of interest, showing the advan-
tage such a method would have if put in operation. The
current is sent out from the station at high pressure, say
at 5,000 volts. The amount of copper required would
be then onl}' .j-i of that necessary on the 500 volt sys-
tem. At intervals along the line are transformers, which
reduce the pressure to any very low voltage desirable. At
this low pressure the current is led to the conductor rails,
three in number, which can be on the surface of the
ground, as the low pressure is easily insulated again.
These rails are in sections, shorter than the car length,
and all sections are out of circuit except the one under the
car. The patent includes several devices for cutting in
the section under each car. The advantages of such a
system would be, (i) no live conductors overhead or under
foot, (2) transmission of power from a distance with little
loss, (3) applicability of the current to all kinds of work —
both light and power, and (4) the use of a commutatorless
fire and water-proof motor. The advantage of this latter
characteristic will be especially- appreciated by men that
are in practical work at the present time. The patent
also covers the two-phase alternating system which,
although having the advantage of requiring only two
leads, has as yet no practical motor.
George Von Siemens has also taken out a patent
workin<r toward the same end as Professor Badt. "So
you will see," said the professor, "that the best talent of
Europe is fighting along the same line. I have great
hopes of the final issues. My patents may have no
commercial importance. The ne.xt days' paper mav
contain news of something further along the fine of the
same idea, but I am sure that the electrical world is
progressing towards the achievement of the ideal. Just
when or how the ideal will be reached maj' not come
for some years, but our thoughts and purposes are, per-
haps, in advance of our skill."
WANTS HIS SCALP.
THE fascination which a blue coat and brass buttons
has for the female heart is an old storj-. In Cin-
cinnati it is said to be epidemic. Recently on a
fasliionable line a pretty servant girl and a certain motor-
man carried on a desperate and heart rending flirtation.
Never did car 717 pass the house but as if automatically
a curly head appeared from a lower window and a
feather duster or a towel swung greeting to the hand-
some possessor of badge 210. But alas! One day Mrs.
Brown, who is neither young nor flirtatious but whose hair
is curly, was standing accidentally at the window usually
occupied by the chamber-lady. She was astonished at
the actions of a motor man. She turned up her nose,
but the reckless, nearsighted motor man deftlj- threw a
kiss. It fell with a cold dull thud on the side of the
house, for Mrs. Brown had disappeared. The next day
Mr. Brown appeared at the street railway office. He
was angry, oh very, and said with many swears that the
motor man must be discharged. The next day he came
with a new threat that if the offending electricit}' twister
was not discharged that suit at law would be entered.
An order is now promulgated that no conductor or motor-
man shall flirt even under the most trying circumstances.
175
CAUGHT ON THE RUSH TRIP.
American Street Railway Association.
D. F. LONGSTREET, Pbesident, Denver, Col.
DR. A. EVERETT, First Vice-Pbesident. Cleveland, O.
JOEL HURT, Seoond Vice-President. Atlanta. Ga.
W. WORTH BEAN, Thibd Vice-President, St. Josepli, Midi.
WM. J. RICHARDSON, Seobetabv and Teeasubeb, Brooklj-n, N. Y.
Executive Committee— The Pbesident, Vice-Presidents, and John G.
Holmes, Pittsburg, Pa ; J. D. Cbimmins, New York City; Thos. Minary, Louis-
ville, Kv.; Jas. R- t'HAPMAN, Grand Rapiils. Mich., and Henj. E. Charlton-
Hamilton. Ont.
Next meeting, Expoyition Bailding, Milwaukee, third Wednesday in October.
Massachusetts Street Railway Association.
President, Chables B. Pbatt, Salem; Vice-presidents, H. M. Whitney, Boston,
Amos F. Breed, Lynn, Frank S. Stevens; Secretary and Treasurer, J H. Eaton,
Lawrence.
Meet* first Wednesday of each month
Ohio State Tramway Association.
President A. E. Lang, Toledo; Vice-preeident. W. J. Kelly, Columbus; Secretary
and Treasurer, J. B. Hanna, Cleveland; Chairman Executive Committee, M\ A.
Lynch, Canton, O.
Meets at Cincinnati on the fourth Wednesday in September, 1893.
The Street Railway Association of the State of
New Jersey.
President, John H. Bon»i, Hoboken; Vice-president, Thos. C. Bark. Newark,
Secretary and Treasurer, Charles Y. Bamford, Trenton; Executive Committee,
Officers and C. B Thlrston, Jersey City; H. Romaine, Paterson;
RiNE, Jr., Trenton.
, Lewis Per-
The
Street Railway Association of the State of
New York.
C. DENSMORE WVMAN, President, New York.
D. B. HA8BR0UCK, Fiest Vioe-pbesident, New York.
JAS. i. POWERS, Second Vice-president, Glen Falls.
W. J. RICHARDSON, Secretary and Treasurer, Brooklyn.
ExEODTTVE Committee.— D. F. Lewis, Brooklyn; John N. Beckley, Rochester,
J. W. MoNam.\ba, Albany.
Thu next meeting will be held at Rochester. September 19, 1893.
Pennsylvania Street Railway Association.
JOHN A. COYLE, President, Lancaster.
JOHN G. HOLMES, Vice president, Pittsburg.
H. R. RHODES, Second Vice-president, Williamsport.
L. B. REIF8NEIDER, Secretary, Altoona.
WM. H. LANIONS, Teeasuher, York.
Next meeting, Harrisburg, September 6, 1893.
Alabama.
Mobile, Ala.— The council extends limit of new Mobile street railway
company and grants electric rights under conditions.
Arkansas.
Little Rock, Ark.— The sheriff has released the street railway
under bond. The Atlantic Trust Company has no cause for action
unless interest is defaulted.
California.
Oakland, Cal.— Work has begun on the I2th street line, known as
the Grossmeyer franchise. It is backed by F, M. Smith, the borax king.
Oakland, Cal— A. A. Moore and W. F. Rudolph petition for street
railway, electric or otherwise, along the county highway.
Saratog.\, Cal.— C. W. Wooska and G. Henry, of .San Jose, propose
a road from San Jose to Saratoga. Asked of local residents to give
$50,000. Road ultimately to reach Los Gatos.
Canada
Berlin, Ont.— The Berlin & Waterloo Railway Company decides to
put in electricity for railway purposes and supply light, heat and power.
Kalso, B. C— Application is in the local legislature for tramway
rights here
Kingston, Ont.— The street railway committee has recommended
that a 40-year franchise be granted the company on streets now occupied.
Montreal, Can. — A. J. Corriveau, loca!, and W. S. Williams, of
New York, hold several valuable franchises, which they will begin to
build on early in the spring.
Montreal, Can. — The Montreal Street Railway Company has been
awarded the contract in St. Louis de Mile-End. Nevertheless A. J.
Corriveau will proceed with the building of the road under previous
contract and trust to a law suit. Construction of power house at once.
St. Catherine's, Ont. — The St. Catherine's-Meniton & Thorwold
Street Railwav desires proposals for ties, poles, rails, steam plant, over-
head and electrical construction.
Windsor, Ont. — The consolidation of the Boomer line and the Sand-
wich, Windsor & Amherstburg line has been effected. W. Hendrie, G.
Hendrie, John Davis, et al., are the members of the company. Large
extensions to be made.
Chicago.
Chicago. — Organized: The Chicago, Niles & Norwood Rapid Tran-
sit Company, Chicago; capital stock, $500,000 ; incorporators, F. A. Bing-
ham, 112 Clark street, Robert Leeder and John P. Maes. Road to be 9
miles long. ^
Chicago — The Evanston council grants the Evanston Si North Shore
franchise, D. H. Londerbeck, president. Pullman will build the cars
The Ogden street railway will soon make application for franchise, to be
an extension of the Cicero & Proviso line.
Chicago.— Alderman Kent has sent in an ordinance to enfranchise
the Midland Rapid Transit Company. Jas. R. Keene, of New York, is
at present financial head.
Chicago.— The Elwell-Parker Electric Construction Company has
organized with a capital of $500,000, by F. C. Phillips, Robt. L. Tatham.
and Chas. R. Webster. Tatham and Webster are lawyers at 45 Met-
ropolitan block. It is rumored that the corporation is a branch of the
great English house of like name.
Colorado.
BowiK, Montague County, Col.— Head & Co. have been granted
rights for street railway here. Company formed by Messrs. Head, Dry-
den and Tidb.ill. Probablv a "go."
Denver, Col.— The City Park Railway Company asks for cable;
horse or electric rights on several outlying streets and avenues.
Denver, Col.— The Arapahoe Railway Company has secured the
right of w;iy and increased its capital to $250,000.
Denver, Col.— Thos. A. Drake is chairman of committee to secure
extensions of the Tramway Company into South Denver. Tramway
companv wants $10,000 bonus and will probably get it.
Denver, Col —The Twenty fifth avenue line will be built by the
Tramway Company and operated by April i.
Florence, Col.— The Florence Electric Light & Rapid Transit
Company has been organized by J. A. McCandless, H, C. Topping, J. M.
Hanks, J. F Collins, J. W. Work and J. M Turner, of Florence; J. D.
Phillips and J. H. Gillen, of Rockvale ; R. S. Easton and George Wilson,
of Coal Creek; William McNeil and A. P. Easton, of Williamsburg.
Capital, $100,000.
Pueblo, Col.— H. E. Chubbuck has been elected general manager of
the street railway.
Pueblo, Col— J. Parker Whitney, of Boston, has secured options on
the street railway plant, the light, heat and power plant, and the gas
plant; total selling price, $1,600,000
Connecticut.
New Haven, Conn.— The Fairhaven & Westville Horse Railway
will probably pass into the hands of a local syndicate and be equipped
with electricity before spring.
lie.
Delaware.
Wilmington, Del. — Five hundred employes of Edge Moor Bridge
Works asks the Wilmington City to cx'end to tiiat factory.
Wilmington, Del. — Notice has been given in the legislature at
Dover that the Chester & Wilmington Electric Railway will incorpor-
ate. Representative Day introduces the bill. The road runs to the
State line near Claymont and connects with the Chester system.
Georgia.
Atlanta, Ga. — G. H. Mountain, of the Atlantic Traction Company,
is at the head of a new company which will build an electric railway on
several streets. The Traction Company will extend its lines.
Augusta, Ga.— Six mile electric line is contemplated to Murrav Hill .
Malone Wheeless, Washington, D. C, president; Peter F. McAnnally,
secretary; Eugene J. O'Conor, treasurer, of this city. Iron is said to be
already purchased.
Idaho.
PocATELLO, Idaho. — A. A. Courlier, L. S. Keller, et al.,
franchise and are to begin work before May i.
have their
Illinois.
Centralia, III — S. N. Pierce. V. L. Joy and O. V. Parkinson are
interested in the Odin-Centralia line with L. Summerville, et al., of
Odin.
Centralia, III — Incorporated: The Marion County Rapid Transit
Company, capital stock, $75,000, to build and operate an electric railway
and to furnish light, heat and power; incorporators, S. N. Pierce, O. V.
Parkinson, C. B. Ellis, L. Sonnerville, John F. Sugg, S, J. Smith and J.
D. Telford.
Centralia, III. — The Central City line is to be operated by elec-
tricity and extended via Sandoval and Odin to Salem.
Freeport, III.— Chas. D. Haines, of Kinderhook, N. Y., says that
Haines Brothers will install an electric railway system if Freeport will
take $20,000 in stock. The General Electric system will be used. J. B.
Taylor, of the car line, thinks the matter will be consummated success-
fully. The provisional contract has been signed.
Nashville, III.— Nashville Mineral Springs Company extend char-
ter to authorize building of street railways and increases capital stock t
$'5.°oo-
Peoria, III.— Incorporated ; The South Peoria Street Railway Com
pany; stock, $100,000; electricity, horse or dummy. Incorporators,
Chas. A. North, I. M Hornbacker, and John W. Culbertson.
Peoria, III. — F. W. Home, of the General Electric, is superintend-
ing the survey of the electric line to Pekin.
Peoria, III. — The Central railway has closed a $50,000 contract with
the General Electric.
PoNTiAC, III.— The reorganized Pontiac Street Railway Company
is capitalized at $100,000, by J. E. Morrow, D. M. Lyon, R. M. John and
C. C. Strawn.
RocKFORD, III. — It is reported that the street railway is about to
increase its stock and rebuild parts of the line. The report is regarded
as trustworthy.
Rock Island, III.— It is proposed to extend the Red Line and
lengthen five switches a quarter of a mile each.
Indiana.
Ander.son, Ind.— Anderson and Alexandria will be connected by an
electric line. A. C. Carver and Lant Runyon are right-of-way agents.
Russell Harrison & Co. are backing the scheme.
Crawfordsville, Ind.— Powell & Hatch, of the Kankakee, III,
Street Railway Construction Company, offer to put electric light and
railway plant .»or $60,000. Not accepted as yet, but the parties will
return again.
MuNCiE, Ind. — The Muncie Street Railway has been sold to Russell
B. Harrison, through Walker Brothers & Co., of 35 Broadway, N. Y.
New Haven, Ind.— W. S. O'Rourke and J. W. Hayden, of Ft.
Wayne, with C. W. Cook, A. M. Hartzell, M. Hellswarth, et al., of this
place, are trying to secure stock and interest capital in a road to connect
Ft. Wayne with this place. Incorporation will be made April i. Line
estimated to cost $225,000
Winchester, Ind.— L H. Prentice, Richmond, Ind., W. D. Riddell,
Xenia, Ohio., and W. C. Hartwell, C. E. of Covington, Ky., are looking
up route for electric from here to Munice.
Iowa.
Dubuque, Ia — Allen & Swiney lines sold to tlie Old Colony Trust
Company for $225,000 to satisfy first mortgage. Probably consolidate
with Rhomberg now.
Ida Grove, Ia.— F. A. Lusk, Wm. Bendse, J. W. Reed, J. T.
Hallam, John Weiser, et. al,, of this place, are associated to build an
electric light and power plant
Sioux City, Ia. — The new combine, it is said, will put electricity on
the L road.
Kansas.
Atchison, Kan.— President Challiss says that New York capitalists
have thirty day's operation on the street railway.
Kansas City, Kan. — William J. Buckley, of Ft. Wayne Electric
Light Company, has introduced ordinance granting him extensive fran-
chises. The city attorney has been ordered to begin proceeding for
annulling the West Side franchises.
Kansas City,-Kas. — The West Side Street Railway Company ceases
operations March i. President W. N. Coler, Jr., of New York, asks for
a receiver^ and it may be abandoned unless sold. Will sell cheap.
Taps desirable territory ; eight miles, electric.
Leavenworth, Kan. — The franchise troubles are now adjusted by
compromise. Tlie new company elected Henry L Turner, of Chicago,
F. G. Jones, of Burlington, la , director. Electric power will be intro-
duced and compressed air I'etired.
Wichita, Kas. — -The electric light and railway companies have con-
solidated; officers : president, C. E. Dustin, Hartford, Conn.; secretary
and manager, J. W. O'Neil, of Wichita.
Kentucky.
Louis\'iLLE, Ky. — The Paikland, Jefferson county, trustees granted
a franchise to T. H. Hayes, R. P. Gregory, M. McDonald, et al.; to build
an electric from Catalpa and Dumesnil streets fifteen miles to West
Point.
Maryland.
Baltimore, Md. — Reor»anized: The Baltimore, Catonville & Elli-
cott Mills Passenger Railway Company, by Geo. C. Jenkins, Michael
Jenkins, Nelson Perin, J. K. Cowan, J. D. Cross, Geo. D. Pennyman
and W. P. Harvey ; capital stock, $200,000.
Massachusetts.
Danvers, Mass. — The incorporators of the Haverhill-Danvers Elec-
tric are Warren W. Potter, Hamilton L. Perkins, William H. Floyd,
Charles E. Wood, Charles H. Davis, Sherman Nelson, Joseph B. Poor,
M. B. Bailey and W. B. Brewster.
New Bedford, Mass.— W. M. Trafford, R. A. Soule, F. O. Dodge,
S. C, Hathaway and E. S. Lewis are associated as the Fall River tS; New
Bedford Street Railway Company. The company applies for charter.
Northampton, Mass. — John C. Hammond, of the Northampton
street railway, wishes to extend into other towns of Hampshire county.
J. A. Sullivan, a director, says that with twenty miles of road thousands
of people would be given rapid transit. All the outlying villages are
manufacturing with no communication except by team.
177
Reading, Mass. — C. F. Woodward, of the Wakefield & Stoneham
Electric Railway Company, has good prospects of extending the road to
this town.
Stoneham, Mass — The Melrose, Maiden & Stoneham street railway
is making a gallant fight for rights and charter. F. K. Sweetser, of
Stoneham, principal director.
Taunton, Mass. — All the directors of the Street Railway Company
have resigned, John N. Beckley, of Rochester, was elected president.
S. M. Thomas, Geo. A. Washburn, and Henry M. Lovering are com-
mittee on extensions and changes.
Worcester, Mass. — The recently organized Blackstone Valley Rail-
way Company is the last link in the great Worcester combine, called the
state Central Street Railway Company. Hon. Samuel Winslow and T.
M. Rogers, ot" Worcester; L. L. Whitney and C. D. Morse, Millbury ; A.
A. Pond, Boston, et al. are the chief movers.
Michi£:an.
Big Rapids, Mich. — Campbell &. Flvnn, of this place, are securing
right of way between Royal Royal Oak and Big Beaver for an electric.
Detroit, Mich. — Fred H. Cozzjns, president of the Metropolitan
Street Railway Company, says that arrangements are perfected for
seven miles of line to the county limits and also possess franchises on
Ft. Wayne street. Several extensions are planned and loops proposed.
Chas. W. Walton, secretary.
Flint, Mich. — ^Judge Cochran, of Toledo, is canvassing the street
railway question here. VV. F. Davidson, of Port Huron, representing
the General Electric Company, is working in conjunction with the
judge.
Grand Ratids, Mtch. — Incorporated: The Michigan Electric Com-
pany, by John E. More, E. F. Sweet, A. C. Sekell, of this city; Charles
J. Church, of Greenville, and Dr. O. C. Mc Daniel and Charles A
Church, of Lowell; capital, $60,000; to devclope water power at Lowell
for light and power. Will begin soon lo build.
Minnesota.
St. Paul, Minn ---The St. Paul City Railway Company propose to
the city council: i. To work double track line to Lake Como 2.
Change East Seventh street to electric. 3. Use open cars during
summer. 4. Transfer. 5. Put safety device on Selby Hill. 6. Boule-
vard University avenue and lay curb 7. Extend Merriam Park exten-
sion.
Missouri.
St. Louis, Mo.— The Manchester Road Electric, under the new name
of the St. Louis, Kirkwood & Meremec River Railroad Company, has
filed its papers. Length of the road is 11 miles. The directors of the
company are Thomas Harvard, James Daniels, Thomas M. Gallaher and
Alex B. Shaw, of St. Louis, and Matthew Orton, of Chicago. Fran-
chise granted.
Carthage, Mo. — The original Rapid Transit Company will meet
Feb. 10 to consider turning over charter and right of way to new com-
pany. Willard E. Winner, principal, from the East, will be here.
New Hampshire.
Manchester, N. H. — Senator Higgins is the father of a bill to incor-
porate the Manchester Street Railway Company.
New Jersey.
Asbury Park, N. J. — The Asbury Park & Belmar will get its fran-
chise from the Neptune township committee. It is reported that the
Patton motor is to be investigated for use.
MiLLViLLK, N'. J. — Camden capitalists, W. S. Scull, G. Genge Brown
and F. R. Fithian, of Bridgelon, Frank Allen, of Millville, et al., organ-
ized at $20,000, wish to build .electric two miles long in Millville and
extend ten miles to Bridgeton.
Newark, N. J. — As predicted by the Dailv the control of the elec-
tric light interests will probably go to the Philadeljihia syndicate owning
the street railwavs.
Newark, N.J. — The United Traction A: Electric Company has filed
articles of corporation by Henry W. Calhoun, of New York, Adrian H.
Larkin, of Nutley, N. J , and Thorwold Stallknecht, of Orange. Princi-
pal office to be in Jersey City with branches elsewhere. Little known
about it. No connection with New Jersey Traction Company.
Nebraska.
Grand Island, Neb. — Street car barn burned.
S. Lamon, superintendent.
Ten cais lost. W.
New York.
Binghampton, N. Y. — Court Street & East End Railway Company
will change from horse to electricity.
Buffalo, N. Y. — A new road will be built in the northern part of
tlie cit>' from the terminus of the Buffalo Street Railway tracKs. This is
the beginning of a new, large system and moneyed men, so far unknown,
are back of it.
MiDDLETOWN, N. Y. — Chartered: The Middletown Street Railway
^: Power Company, at $50,000, by C. Macardell, W. F. O'Niel, W. D.
Stratton, et. al., of Middletown. Population, 12,000.
Newburg, N. Y.— The Ncwburg, New Windsor & Balniville Street
Railway Company is incorporated by B. B. Odell, Jr., J. M. Dickey, W.
H. Weston, H. S. Ramsdell, C. T. Goodrich, W. T. Hilton, L. W. Y
McCroskery, W. H. Dickey, Howard Thornton, et al., at $100000.
Electricity will be used and operations will begin this spring.
New York City. — ^J. A. McCall, president New York Life Insur-
ance Company ; Gen. Lewis Fitzgerald, of the Merchantile Trust Com
pany, and Superintendent F. K. Hain, of the Elevated, are incorporated
to build, buy and operate street railways; capital, $5,500. President
McCall says New Jersey will be the scene of their operations, owning
the Paterson road and two horse lines. The company is strongly organ-
ized and will be big operators.
New York City. — The Third Avenue Street Railway Companv
petitions for a nine-mile extension. The Union Railway Company sub-
mits agreement to conditions imposed by city council for lines in the
annexed district.
NiAciARA Falls, N. Y. — The Niagara Falls Suspension Bridge &
Railway Company will vote on March 1 to increase stock from $250,000
to $750,000. The line is to be extended and improved to the extent of
the increase. President Gaskill will increase the plant 125-horse-power.
Poughkeepsie, N. Y. — H. J. Hinckley, of this place, bought the citv
railway franchises and will begin to change to electric immediatelv.
Rochester, N. Y. — Glen Haven Railroad bought for $( by holders
of second mortgage. John D. Lynn, Edward W. Mauer, F. S. Minges
E. W. Huntington, James Palmer, Jr., Frank P. Crouch, Herman Behn,
George Arnoldt, Leo A. Schlitzer, Thomas Rhodes, Edward J. Esler,
Frank Ritter, Nicholas Brayer, George M. Glasser will re incorporate
the line.
Rochester, N. Y. — The capitalists buying the Rochester & Glen
Haven road met with E. W, Maurer, organized and decided to equip
with electricity, new rolling stock and standard gauge.
Rochester, N. Y. — The Rochester syndicate, John N. Beckley, A.
G. Yates, E. M Upton, et al., has bought the Taunton, Mass., lines with
15 miles of track. Electricity immediately to be put in.
Schenectady, N. Y. — The Schenectady Street Railway Company
asks for rights to supply light, huat and power to the city. Probably be
granted.
Syracuse, N. Y. — W. W. Hazard, president; W. R. Kimball, Cincin-
nati, and L. Flick, Wilkesbarre, Pa., with others of the syndicate, will
meet here February 25.
Troy, N. Y. — The city railway accepts franchises given by citv. |.
J. Hagen, secretary.
North Dakota.
Dkvil's Lake, N. P. — Prominent citizens organize at $50,000 to put
in light and lailway plant; railway to rim to Chautauqua grounds.
178
Nova Scotia.
Halifax, N. S.— The Old Colony Trust Company, of Boston, Mass.,
acquired the Nova Scotia Power Company— plant and all. The new
people will put in an electric railway.
Ohio.
Bridgeport, O.— Parties said to represent the Westinghouse have
bought the Bellaire horse line to electrify ; freight and passenger and to
extend to this place and ^Etnaville.
Canton, O.— The Canton-Massilloii road has increased its stock from
$200,000 to $300,000.
Caledonia, O —John Hunter says that Morrow, Marion and Knox
counties want an electric road and can support it.
Cleveland, O.— G. O. Ford, Geo lloyt, L. Allen, et al , ask to run
a double track street railway on Willson avenue from Woodland to the
lake. Ford-Washbi rn storage batteries to be used. The East Cleveland
asks to double track parts of their line.
Cleveland, O.— W. C. Scofield and G. F. .Scofield want to run a
double track street railway to Gordon Park.
Cleveland, O. — It is understood tliat the consolidation of the East
Cleveland and the Broadway will be announced shortly. E. C. enters at
$5,600,000 and the Broadway at .$2,400,000.
Cleveland, O. — A. L. Johnson applies for right to build the much
needed line to Gordon Park. Mr. Johnson is requested by the board of
control to secure the right of way.
Cleveland, O.— The Cleveland City Cable has gained its trolley
rights on St. Clair street over the mayor's veto.
Cleveland, O — H. A. Blood, J. VV. Wardwell, H. R. Moore incor-
porate the Cleveland Transfer Railway Company; road four miles long;
capital, $1,000; steam or other power.
Cincinnati, O.— John and Chas. Kilgour, who have acquired the
stock of the Mt. Lookout Dummy System, will change it to electricity
this summer. The Cincinnati Street Railway Company will make
many extensions.
Columbus, O— The Westerville extension lias passed the council.
CoLUMKUS, O.— Crosstown Street Railway Company organized by
Cotton H. Allen, Wm. F. Burdell, W. D. Park, F. W. Prentiss and N
O. Sims at $i,ooo,ooo. Fred Prentiss, of the Clinton National Bank,
says it is a "go " Two thousand dollars incorporation fees paid. Con-
sidered as a branch of the Consolidated; denied by that corporation,
which says it will work in unison.
CoNNEAUT, O.— E. M. Comstock is trying to get franchise for street
railway on several 'Streets for Blair, Comstock & Co. Horse or electric.
Conneaut has 4,000 people.
Dayton, O — The Dayton-Springfield-Cincinnati electric is said to be
a solid enterprise, with Ex-Governor Foraker, Gen. A. Hickenlooper,
Col. L. C. Wier, W. A. Goodman and S. M. Felton at the head.
Dayton, O.— Incorporated at $10,000; the Dayton, Germantown &
Middletown Electric Railway. Incorporators, A. E. Boone, Chas. L.
Du.iham, F. B. Lilly, J. B. Yates and M. T. McGregor.
FiNDLAY, O. — The proposed e\tension of the Findlay street railway
to Fostoria and other points employs Wm. Norris as right-of-way agent
Liverpool, O. — The Liverpool & Wellsville line will extend iS miles
to New Lisbon and then 10 miles to Salem.
Martin's Ferry, O. — Jolly Bros, of Pittsburg, A. R. Lyde, Beaver
Falls, Pa., and associates will build an interurban line in this section to
Bellaire. Mining region.
NoRWALK, O. — Norwalk Liglit i<i: Power Company reorganizes at
$i5,ooo with directors W. R. Huntington, of Cleveland, D. W. Vail,
A. L. Osborn, Charles Sulir and Fred Colson. Increased power plant
wanted.
NiLES, O. — The Mineral Ridge & Niles Company looses one car in a
car barn fire; insured.
Toledo, O. — Park^commisjioners have agreed to allow all necessary
switching and side track facilities for park terminals, and both the Con-
solidated and the Robinson will extend their lines to Ottawa Park.
Toledo, O. — A. L. Backu, confesses that Eastern and local capital
seeks to consolidate electric interests here.
Toledo, O. — David Robison, Jr. & Sons have been granted ordi-
nance on several streets.
WoosTER, O. — B. M. Barr, of the Central Electric Company, has
given bond of $5,000 for the construction of the electric here.
Oregon.
Eugene, Ore. — Petition in circulation asking the county court to
grant electric road rights across steel bridge at Springfield. This means
the furtherance of the Eugene-Springfield road.
Portland, Ore. — ^J. B Meham.a, of Sunnyside, proposes to put an
elevated car line on Taylor street. The single track railway, an inven-
tion of Mehama, is to be used.
Portland, Ore — Portland Consolidated asks franchises on several
streets. Ordinance passed. Sale of the East Side Electric Light plant
to the Portland General Electric authorized by council.
Portland, Ore. — The San Francisco b3ndholders of the Portland
Cable have been investigating the road through Prentiss Smith, of Sac-
ramento, and F. L. Brown, of the Washburn-Moen Company, of San
Francisco, with a view of foreclosing the mortgages and reorganizing
the company.
Pennsylvania.
Ashland, Pa — W. F. Harrity and Dallas Sanders, of Philadelphia,
buy the Schuylkill Traction Company.
Bridgeport, Pa. — Chartered: The Montgomery County Passenger
Railway Company. Capital $50,000. Incorporators, Cornelius Gallagher
New York; Edward S. Perot, Yonkers;John W. Dettera, Norristown ;
James A Grath and Phillip J. Crimen, Conshohocken.
Drifton, Pa. — Chartered: The Union Electric Street Railway Com-.
pany, of Drifton, Freeland and Lehigh. The directorate is Harry E.
Sweeney, of Drifton, president; Horace E. Hand, Fred W. Bleckley, W.
H. Jessup, Jr., and E. D. Wightnian, Scranton.
Easton, Pa. — It is now known that Uie Lehigh Valley Traction Com-
pany is headed by A. L. Johnson, of Cleveland, J. K. and Howard Page,
of New York, Charles H. Edwards, Allentown, Pa., et. al. Road to
begin soon to construct through a number of towns in the valley. The
plans seems to be a general network of several recently organized lines.
Mayor Grace, of New York, and J. F. Gwinner, of Easton, president
and treasurer of another line which will join. The latter road is known
as the Allentown & Philadelphia. C. J. Erdman, Allentown, and
George Ross, Doylestown, are solicitors.
East Monongehela City, Pa — Incorporated: The Monongehela
City Street Railway Company, capital $15,000; to build two and one-
half miles electric. Directors: Harry Higenbotham, Charles Hinds, W .
K. Law and D. A. Cameron, of Pittsburgh.
Erie, Pa. — The Erie Motor will double track and make extensions.
Harrisburg, Pa. — Incorporated: I'he Citizens 'Railway Company,
of Chester county, by W. P. Snyder, T. L. Eyre, VV. G. Pennypacker
and Jos. H. Baldwin, at $80,000.
Hummelstown, Pa. — E. M. Hoffer, of this place, has the contract for
the building of the Gettysburg electric line. It is understood that the
Philadelphia & Reading R. R. is an active promoter of the scheme.
Lewisuurg, Pa — The Union coimty road, from here to Mifllintown,
is an assured success. Silas Patterson, of Mifflintown, H. E. Gatelins
and B. K. Focht, of Lewisburg, and E. W. Tool, of Freeburg, are tha
directors; stock, $100,000. Building will begin in the spring.
175)
McKkesport, Pa. — The Citizen's Company will extend to Port View
bridge. The electric light Company furnishes power until the power
house is completed.
Philadelphia, Pa. — The Frankfort & Southwark Passenger Rail-
way has practically gained control of the Second and Third streets sys-
tems. The consolidated system will have seventy-nine miles of track.
Jermiah J. Sullivan is president of the F. & S.
Philadelphia, Pa. — Inter-State Traction Company to do business in
Gettysburg and Philadelphia, is incorporated; capital, f6o,ooo, by Pat-
ricius McManus, Jas. B. Reilley, I. T. Reiter, C. Aiken Jones, H. L.
Chandler, Alex Sims, of Philadelphia, and E. H. Chandler and Chas. F.
French, of Kansas City.
Philadelphia, Pa. — Chartered: The Powelton Avenue Sc Thirty -
fourth Street Passenger Railway, organized at $20,000; G. A. Aldride,
Audubon, N. J , president.
Philadelphia, Pa.— Federal Street Passenger Railway; capital,
$20,000. Organized: J. A. Rigg, president; Thomas B. Foot, Nelson
Satler, et al., incorporators. ■
Philadelphia, Pa. — The Philadelphia & Delaware County Electric
has organized. President, James S. Austin; secretary and treasurer, E.
M. Sayen. These, togetiier with Congressman Joiin B. Robinson, of
Media; W. I. Shaffer, of Chester; Dr. J. W. Phillips, of Primos; Samuel
L. Kent, of Cliffton Heights, and Edward V. Kane, of Lansdowne, are
directors. The line is to be five miles long.
Pittsburg, Pa. — Geo. B. Hill says that the Pittsburg, Allegheny &
Manchester will buy fifteen summer cars.
Pittsburg, Pa — Organized: The Sewickley Valley Passenger Rail-
way Company, at $100,000, by F. J. Tener, of Osborne; W. B. Rommel,
Pittsburg.
PiiOKNixsviLLE, Pa. — Phoei 1 ixriile Electric Street Railway Com-
pany, from here to Harveyville, capital, f6o,ooo. President, Francis
Fleming; directors, C. K. Perot, C. P. Perot, W. C. Hannis, Philadel-
phia, R. W. Davis, Lower Merion.
Scranton, Pa. — The Northumberland, Bloomsburg & Scranton
Street Railway Company will aim to connect 39 Pennsylvania towns in
the route named. S. R. Coyle, of Shennadoah, is president, but rumor
says the Philadelphia syndicate is behind the deal.
Scranton, Pa.— Organized: Scranton & Carbondale Traction Com-
pany, $10,000, by Alfred N. Chandler, Philadelphia; William W. May-
field, J. W. Noles, S. D. Pettit and H. H. Sivelly.
Scranton, Pa. — Chas. Smith, of Wilmington, Del., is to be Superin-
tendent of the Traction Company; Vice W. S. Mears resigned.
West Chester, Pa. — The new street railway elects T. Pennypacker
of Marshalton, president. Line to be seven miles long.
Rhode Island.
Woonsocket, R. I. — A 20-year franchise has been granted the Woon-
socket Street Railway Company, Extensions will be made into Massa-
chusetts.
Providence, R. I. — It is reported tliat the Metropolitan Traction
Company, of New York, has bought the controlling interest in the
Union City Company, which has trolley rights.
Tennessee.
MttMPHis, Tknn. — The East End Dummy Line will probably be
absorbed by the Citizens' Railway and made an electric. Manager
Bunch is here from the East.
Texas.
Dallas, Tex. — Chartered: The Queen City Railway Company, of
Dallas, to procure franchises, construct, equip, buy, etc., street railways in
Texas, especially in Dallas. Capital stock, $40,000; directors, A. W.
Childress, J. S. Armstrong, of Dallas, and B. E. Sunny and C. L.
Wakefield.
Utah.
Provo, Utah. — C. E. Luse, S. R. Thurman and V. L. Halliday ask
for a franchise, as the old franchise of the U. N. & C. Railway has been
annulled.
Salt Lake City, Utah. — Nearly half a million is to be expended
by the city railway in betterments. A. W. McCune has sold $1,500,000
of bonds in New York. New rolling stock will be ordered soon and
more electrical equipment is asked for.
Vermont.
Bennington, Vt. — Galen Moses and F. H. Twitchell, of Bath, Me ,
will form company under New York law and build an electric to
Hoosick Falls and other near-by places.
Virginia.
Richmond, Va — W. H. Palmer, T..W. Pemberton, T. M. R. Talcott
are granted right to build electric street railway from Manchester to
Petersburg.
Richmond, Va. — The Richmond & Manchester's two lines have
passed into the hands of the Richmond Railway & Electric Company.
Consideration f 400,000, in 5 per cent gold bonds.
West Virginia.
Wellsburg, W. Va. — Prominent local capitalists, Sam George,
Mayor McCleary and ex-Sheriff Curtis will build a street railway to con-
nect several small towns, whose present communication is by hacks.
Elkins, W. Va. — Davis, Elkins & Keren's Electric Light Company
has been organized to light railroad shops and town.
Wellsburg, W. Va. — Sam George and others here form company at
$35,000 to build road to Lazearville; total population about 4,000.
Washington.
Seattle, Wash. — Franchise extended tor the Grant street line of the
Ranier Electric & Power Companv.
Wisconsin.
Milwaukee, Wis — Capt. Fred Pabst has an elevated railway scheme
on foot for his brewery and vicinity. To cost $350,000 and use dummies
Milwaukee, Wis. — The Standard Car Company, incorporated by F.
N. Merrill, Ezra Dedrick, and N. Merrill, will put a noiseless, smokeless
steam motor on the market.
Milwaukee, Wis. — A. B. Myers, Richard Thomas and H.J. West
incorporate Milwaukee West End Company at $2,500,000, to quarry,
make brick and build street railwa}' line.
Wausau, Wis. — B. E Jones, J. D. Ross, W. Alexander and H. Dun-
field have been granted street railway franchise here, to begin work June
I and finish in 18 months; population lo.oao.
Winter Resorts of the South.
Jacksonville and Tampa, Fla., and other South Atlantic and Gulf
Coast resorts can be reached with but one change of cars from Chicago,
and that at Louisuille or Cincinnati, where the Monon makes close con-
nection with the L, & N. and Q. & C. Vestibule trains, running through
to Florida.
The Monon's day trains are now all equipped with beautiful new Par-
lor and ining Cars, while its night trains are made up of Smoking
Cacs, Day Coaches, and Pullman and Compartment Sleepers, lighted by
electricity from headlight to hindermost sleeper.
The Monon has gradually fought its way to the front, making extens-
ive improvements in its road-bed and service, until to-day it is the best
equipped line from Chicago to the South, ofiering its patrons facilities
and accommodations second to none in the world, and at rates lower than
ever before.
180
^1ucl^lti/(l^^^S£.Nrui»^
LARGE HIGH SPEED TANDEM COMPOUND
ENGINE.
IN the engine shown in our engraving the Ball Engine
Company believe they have a winning competitor of
the slow speed Corliss running, at 60 revolutions per
minute and doing railway work. The engine in question
is a 400-horse-power tandem compound, and is intended
to run at about 210 revolutions per minute, with a piston
speed of 600 to 700 feet and a steam pressure of 100 to
115 pounds. By having the rotar\- speed high the dynamo
and engine pullers are made nearer the same size and a
larger belt contact on the pulley faces made possible.
Great care has been taken to balance the parts and the
long experience of the builders in making smaller engines
of similar design has helped them greatly in this work.
The high pressure valve is worked from the governor;
The two ninety-six inch flj- wheels running at the high
speed they do are equivalent to twice their weight made
into a twenty foot fly wheel running at 60 revolutions per
minute. These engines have been in use in a number of
places over the country for a year past and have given
the best of satisfaction.
THE BEST MEN KNOW IT.
A DELEGATION of the best business men in Mil-
waukee, composed of Patrick Cudahv, C. M. Cot-
trill, C. C. Rogers, T. L. Kelly and B. B. Hop-
kins, have made an inspection of the Villard lines at Mil-
waukee and make a bold and manly report on affairs, to
the effect that it will be detrimental to the city's interests
to adopt any harsh or restrictive legislation. This report
will be formallv delivered to the council at its next meet-
BALL HIGH SPEED TANDEM ENGINE.
and the low pressure by a direct connected eccentric on
the other end of the shaft. This latter eccentric is intended
to be adjusted after the engine has been run and the best
position is ascertained by actual conditions. The makers
consider the practice of putting the low pressure cylinder
behind the high pressure, on account of the difficulties in
the way of getting the valve motion to the high pressure
cj'linder, as analagous to putting the small piers in a bridge
far out in the river and the large ones near the shore.
The load m a compound engine is taken by the high pres-
sure cylinder when hght, and distributed between the low
and high when heavy. These being the conditions, it is
claimed that the low pressure cylinder should be put first,
thereby affording a better supported and more rigid con-
struction. The engine shown in the engraving has 18
inches low pressure and 30-inch high pressure cyhnders,
with 18 inch stroke. The stroke is purposely made short
to give a higher rotation.
ing, when the committee will appear, urging fair treat-
ment of the corporation. This is only one case among a
hundred of the best business men, knowing the exigen-
cies of business relations, interests and risks; appreciating
a street railway. If j-ou want to find a real genuine
kicker don't go to a business man but talk it over with
some sandbagging legislator, some ward-heeler, some fel-
low that hasn't much more than his nickel, or a sensa-
tional newspaper. There you'll find your genuine
kicker.
A NEW use for electric cars has been discovered at
Evansville, bj- a teamster, whose paraphanalia stuck in
the Indiana mud and immediately across the tracks of the
street railway. To remove the obstruction a motor
man gently ran his car against the wagon, gradually-
increasing the power until team, wagon and teamster
were pressed onto hard ground.
181
CHICAGO CABLES REPORT.
THE reports for the past year, the plans and offi-
cers for the coming twelvemonth, and the annual
meeting routine have been disposed of to the fol-
lowing effect b)' the different Chicago street railway lines.
THE CHICAGO CITY RAILWAY
showed a most encouraging balance sheet for the year
1892, with receipts aggregating $4,400,943 and cost of
operating $2,309,431, giving gross profits of $1,591,-
511, less dividends, $840,000, interest $230,873, less
depreciation $29,500 giving a balance of $491,137. The
total number of passengers carried was 88,018,861.
To the rolling stock 130 box and 150 open cars have
been added giving a total present equipment of 1,7 39
cars. Only 36 horses have been added giving 2,611
on hand. The cable mileage has been increased by .5
on the Michigan avenue loop, 2 miles on Forty-seventh
street, 1.75 on Sixty-first, 4 on Thirty-fifth, loops on
Stony Island and Sixty -third, .75 and .30 on Thirty-
fifth, making a total of 9.3. Paving was laid to the
amount of 37,056 square yards of granite, and 27,058
square yards of wood block.
There were laid 16.25 miles single track for the elec-
tric lines, equipped with poles and cross wires. The
power plant at Wabash and Fifty-second is now one-
third complete and the line will be in running order by
May I. The directors for the ensuing year are as fol-
lows: L. Z. Leiter, Jas. C. King, E. M. Phelps, D.
C. Pearson, S. W. Allerton, W. B. Walker, Geo. H.
Wheeler, with no change in the officers.
WEST CHICAGO STREET RAILROAD COMPANY.
At the meeting since our last issue the annual report
of the West Chicago states that the receipts of the com-
pany for 1892 were $4,620,225.30, with operating
expenses of $2,687,310, the earning being $1,932,914.
The leased roads rental equalled $490,500, coupon inter-
est $253,496 and interest taxes $151,078, leaving $1,037,-
839.25 applicable to dividends, from which $725,000 were
paid out in dividends, leaving a balance to the surplus fund
of $312,839.25.
There were carried 94,518,474 passengers during
the year, and 151 box and So open and one grip car
added to the equipment, making a total equipment of
1,485 at the year's end. One hundred and twelve horses
were added, giving 4,025 animals on hand. The year's
construction work includes a new power house and six-
story office building at Blue Island avenue and Tweflth
street, a new power house at Van Buren and Jefferson
streets, a new car house and horse barn at Odgen
avenue and Twenty-second street, new machinery doub-
ling the capacity of the Washington street plant, new
cable loop on Franklin, Van Buren, Dearborn and Adams
streets, with new tracks on Ashland avenue and Paulina
street from Milwaukee avenue to Twenty-second street,
on Western avenue, on Kedzie avenue, on Ogden avenue,
on Chicago avenue, on Grand avenue, on Crawford
avenue, on Colorado avenue, on Milwaukee avenue, and
on Lake, Eighteenth and Fourteenth streets, making a
total of 185 miles of track controlled by the West
Chicago Company.
The large construction work and new loop facilities
give grand promise for future traffic in districts on the
great west side which have not yet been afforded rapid
transit facilities.
THE NORTH CHICAGO COMPANY
gathered in $2,521,511 from passengers during 1892,
and added $89,748 to this sum from rentals and advertis-
ing, making a total earnings of $1,277,207. The first
charges were: Rental, $263,154; interest, $183,683; in-
surance, taxes, etc., $77,822, making a total of $524,660,
and leaving a credit to the income account of $752,546,
with $629,864 from 1892, making a total of $1,382,411,
from which $575,000 was paid in 11 per cent dividends,
leaving $807,411 to the good of 1893, from which liabili-
ties not heretofore charged out, amounting to $79,001.96,
eave a balance credited to income of $728,409. With
this magnificent showing it may be noted that 50,419,457
passengers were carried, with a total of 8,547,791 miles
traveled. The betterments included the herculean task of
relaying Clark street with Johnson girder, and car barns
at Center street, Lill avenue, Limits Station and La Salle
avenue.
SACRAMENTO'S SYSTEM.
THE recent changes of managements of various
street railway lines have left in more or less
chaotic condition the ideas of easterners as to the
exact state of affairs on the Pacific coast.
One system at least has come to a thorough understand-
ing of itself by the recent purchase of the Central Elec-
tric railway of Sacramento, by Albert Gallatin and
Horatio T. Livermore, in behalf of the Sacramento Elec-
tric Power & Light Company, whose officers are at 320
Sansome street, San Francisco.
The road consists at present of 16 miles of 40 and 52
pound girder rail track, operating 24 electric cars by
power furnished by the Capital Gas Company and using
Thomson-Houston equipment. There is in prospect four
miles more of road in the city and a large suburban exten-
sion.
The new company has in view also an unique power
plant, to be situated on the American river, 20 miles dis-
tant and operated from the water-power of the Folsom
Water Power Company. This will require a 20-mile
transmission, for which franchises are already granted.
This power will not only furnish the street railway but
will light the city and give small power users the benefit
of stationary motor equipment.
The officers of the company are: President, Albert
Gallatin; secretary, Joshua Barker; treasurer and general
manager, Horatio T. Livermore.
OsHOKNK & Company, of Kansas City, agents for the
Eddy motors, are also agents for the Crown shade made
by Mclntirc & Company, of Philadelphia.
182
A NEW STREET CAR BRAKE.
A COMPANY has just been formed at Grand
Rapids, Michigan, to do business under the name
of the Automatic Car Brake Company. It owns
the Stillwell patents, which are considered about as strong
and original as can be obtained. The action of this brake
is governed by a lever on the motorman's platform and
can be applied to trailers so as to be efficient on the whole
train. The insufficiency of the brakes on electric motor
cars has been often criticised, and it has been said that
the progress in brakes has not kept pace with the pro-
gress in motive power. This brake, however, seems to
be a step in the right direction. The Stockwell acts
instantaneously, and does not require the time-costly pro-
cess of "winding and unwinding" a crank handle, as does
the common brake. Another point in favor of this
improvement is the flexible connection between motor
car and trailers, making a very easy starting train, besides
greatly lessening the starting strain on the motor. The
brake is as delicately adjustable in application and quick
in action as the Westinghouse air brake, of world wide
reputation. It has been tried on a number of cars on the
Grand Rapids line, and orders have been placed for more
equipments. Andy Beaver, formerly manager of the
railway at Grand Rapids, will push the sale throughout
the country. The reputation of the stockholders of the
company, who are among the substantial and level headed
business men and manufacturers of Grand Rapids, is a
guarantee that the enterprise is not without promise of
good practical results. The officers of the company are.
tion from electric roads. Cable roads, it is true, have
pretty generally fitted themselves with powerful and quick
acting brakes, but partly owing to the difficulty in getting
DOUBLE ACTION MOTOR BRAKES.
suitable levers on the platform of a motor car, "deadly
electricity" has been blamed with accidents from collisions
Automatic Car Brake Co.
m
Grand Rapids, Mich.
i
PAT OCT 18 1892
AUTOMATIC BRAKE
S. W. Peregrine, president; C. B. Judd, vice-president;
L. W. Wolcott. treasurer; C. V. C. Ganson, secretary,
and M. E. Stockwell, manager.
The brake problem has not yet received enough atten-
that do not belong to it, and should not have occurred
with powerful brakes. The control of trailers is another
subject that is worthy of consideration by every careful
manager who values time.
183
ECHOES^ FROM THE TRADE.
W. E. Haycox, of the Fulton Foundry Company,
recently sold 234 draw-bars in two days.
The American Car Company, St. Louis, are still
having trouble to keep up with orders.
J. M. Jones' Sons, Troy, N. Y., has sold five lo-bench
open cars for spring delivery to the Springfield, Mass.,
street raiUva}- company.
The Graham Equipment Company will furnish
Graham trucks, numbers 32 and 10, to the Consolidated
Railway Supply Company.
The E. p. Allis Company, of Milwaukee, are at work
on .$400,000 worth of additions. The company's con-
tracts at present mount up to the little sum of $2,500,000.
J. E. Rhoaus & Sons, of Philadelphia, have made
arrangements for the increasing of their power and floor
space, owing to the large amount of belts being ordered
for electrical work.
The Standard Paint Company, of New York, is
sending out a handsome porcelain plate for use on desks.
It sets forth its preservative paints, insulating varnishes,
etc.
George Cutter, 329 Rookery, Chicago, has just
issued his 1893 catalog of supplies and specialties. It is
very complete as well as being an elegant specimen of
the printer's art.
J. P. SjOBERG & C0MP.A.NY, of 155 and 157 Eleventh
avenue, New York, are crowded with orders for cars and
car supplies, owing no doubt to the care with which they
fill orders to the smallest detail.
Taylor Goodhue & Ames are the recently appoint-
ed agents of the Campbell Electrical Supply Company', of
Boston, for whom they will handle insulating points, feed
wires and the Shaw radial trucks.
The Hammond Electric Street Railway, Ham-
mond, Ind., is approaching completion. The steam plant
was furnished by the Chicago office of the Ball Engine
Company, 506 The Rookery.
J. W. Parker & Company-, Philadelphia, represen-
tatives of the Ball Engine Company, Erie, Pa., are install-
ing an 80-horse-power Ball engine at Maiden, W. Va.,
for experimental mining hauling.
The Bates Machine Company, Joliet, 111., have
increased their capital .stock to $100,000, and will con-
tinue to enlarge their facilities, which press of work has
compelled them to do with most satisfactory regularity.
The Dodge Manufacturing Company, of Misha-
waka, Indiana, have secured the contract for over a mile
of steel shafting for Machinery Hall at the World's Fair.
The sizes range from 3 to 6 inches.
The Ford- Washburn Storelectro Company have
established a branch office at 206 Temple Court, this city,
with Frank D. Rustling as manager. They handle bat-
teries for traction and lighting purposes.
The Blakely & Dickson Traction Company, of
Scranton, will use three 300-horse-power Ball engines;
and the Tampa Street Railwaj' & Power Company have
ordered a 200-horse-power cross compound.
Stern & Silverman, previously well known as con-
nected with the Pennsylvania offices of the General Elec-
tric Company, have started out for themselves at 707
Arch street, Philadelphia, and will do a general engineer-
ing and construction business.
The Garton-Daniels Electric Company, of Keo-
kuk, Iowa, report that the demand for the Garton Light-
ning Arrester is larger than expectations, and they have
been obliged to increase their force to supply' orders.
The demand seems greatest for street railway circuits.
The Brownell Car Co.mpany, St. Louis, has a
very flattering letter from President Yerkes on the satis-
faction the Accelerator cars are giving on the North
Chicago road. It states that all new closed cars on that
line will be of the Accelerator pattern.
The Railway Equipment Company, this place, is
calling the attention of eastern roads to its ability to fur-
nish everything needed on electric roads. Their type G
overhead material is now a standard construction, recosr-
nized by contracting parties as of the highest grade.
Eugene Munsell & Company, of New York, hand-
ling micanite, to which so much attention has recently
been called through a discussion of its qualities at the
American Institute of Electrical Engineers, are having a
great demand for that valuable insulator.
The power station being built by the Calumet Elec-
tric Street Railway Company, Chicago, III, is approach-
ing completion. The engines to be used are four 300-
horse-power Cross Compound Ball engines, manufactured
by the Ball Engine Company, Erie, Pa.
George Cutter has brought two suits against the
Carpenter Electric Heating Manufacturing Company, of
St. Paul, on account of their car heaters and similar
devices. One suit is to set aside the Carpenter patent,
while the other asks for an injunction, with accounting.
The Westinghouse Electric & Manuf'acturing
Company has taken the contract for the equipment of the
Catherine & Bainbridge line at Philadelphia. The order
calls for 600 motors and eight 500-horse-povver direct
coupled generators and engines. This is one of the largest
orders ever placed, and is a telling compliment to the high
standard of the Westinghouse apparatus.
184
The Phillips Insulated Wire Company, of Paw-
tucket, R. I., has opened headquarters at 39 and 41 Court-
land street, New York. The new president of the com-
pany is H. C. Adams, who has a large circle of friends in
the electrical field.
The New American Turbine made b^^ the Day-
ton Globe & Iron Works Company, is showing the
increasing use of water power for dynamo driving for
power transmission. A number of street railway and
electric plants are on the order books of the company.
The Lamokin Car Works are running night and day
to take care of their orders. They have over one hun-
dred and fifty cars on their order books and have refused
orders on account of not being able to make deliveries as
wanted. They will soon, however, be in a position to
deliver large orders for September.
Stromberg, Allen* & Comp.\nv, so well-known as
street railway and railroad printers, have added to their
already extensive business a department which promises
to grow to magnificent proportions, in opening a general
stationery store at 335 Dearborn street. The new depar-
ture adjoins their printing establishment and will carry a
complete line of office material. On account of their
manufacturing facilities all orders, large and small, can be
filled promptly. Street railway officials in need of office
supplies, special forms and blanks and general work will
do well to correspond with the firm.
The McGuire Company's truck orders for the last
thirty daj's mount up to a handsome figure. They are
as follows: Consolidated Light & Power Company,
Huntington, West Virginia, .4.; White Line Street Rail-
waj' Company, Daj-ton, Ohio, 7 ; Cedar Rapids & Marion
Street Railway Company, 4; Hot Springs (Arkansas)
Street Railway Compan)-, 10; Rochester (New York)
Street Railway Company, 72; Bay City (Michigan) Con-
solidated Street Railway, 2 ; Central Railway Company,
Peoria, Illinois, 9; Chicago & North Shore Railway
Company, 42 ; City Electric Street Railway Company,
Mansfield, Ohio, 2 ; South Chicago City Railway Com-
pany, 26; Consolidated Street Railway Company, Grand
Rapids, Michigan, 4; Toledo Consolidated Street Rail-
way Company, 20; Hamilton (Ontario) Street Railway
OUR PKOl'O^fcl-i I.Lhcll^le 1<.\IL»\-
ACRUSS THE SAHARA.
Insullac has met with such universal favor that elec-
tric railway plants find it a valuable adjunct to the repair
shop. Its fame has spread abroad and the Massachusetts
Chemical Company are in receipt of many orders from
foreign countries. The company have four times
increased their plant.
The Ball Engine Company, Erie, Pa., have made
some unusually large shipments for this time of year, and
report that they are crowded with orders. The following
are some of their recent shipments: Calumet Street
Railway Conipan}-, Chicago, 111., four 300-horse-power
Cross Compounds; Wheeling Street Railway Company,
Wheeling, W. V^a., three 250-horse-power Cross Com-
pounds; Western Light & Power Company-, Chicago, 111.,
one 300-horse-power engine; Risdon Iron Works, San
Francisco, Cal., three 150-horse-power Tandem Com-
pounds; Hammond Electric Street Railway Company^
Hammond, Ind., one 150-horse-power steam plant;
Logansport Electric Light Company, Logansport, Ind.,
one 130-horse-power engine; besides many others too
numerous to mention.
Company, 5 ; Austin (Te.xas) Rapid Transit Compan}', 2 '
Jamestown (New York) Street Railway Company, 4; La
Crosse (Wisconsin) City Railway Company, 6; Sandusky,
Milan & Huron Street Railway Compan)', 15; Twin City
Railway Company, Webb City, Missouri, 4; Denver
Tramway Company, 28.
The Ansonia Electric Company (formerly the Elec-
trical Supply Company) have contracted for the west-
ern selling agency of the Helios Arc Lamp. It is a
focusing lamp, and is said to be the only arc lamp
that has been constructed to successfully operate on
an alternating circuit. It is the same lamp that was
officially adopted by the German government, and
although its introduction into this country dates back
scarcely ninety days, its reception has been marked
with evident approval, as over five thousand have
already been sold. With the celebrated Stanley Trans-
formers, and the Helios Arc Lamp, the Ansonia Electric
Company certainly have a combination to win friends
with every central station operating an alternating
machine.
185
Among contracts secured recently from prominent
companies are those placed by the Standard Railway
Supply Company, of Chicago, for delivery during sum-
mer season of large quantities of Standard car stoves.
These companies will put the stoves in their winter cars
while the}' have ample time to do so, and without losing
the use of a car, and when again required for winter service
the cars will be ready at once with stoves. The Stand-
ard car stove is conceded by practical street railway men as
one of the most desirable street car heaters made. The
entire structure is arranged to be placed upon the seat,
and requiring space otherwise occupied b}' one passenger.
THE BALLAD OF THE CRINOLINE.
The Louisville, New Albany & Chicago has just
added to its rolling stock two new sleeping and boudoir
cars, costing nearly $45,000 each. These cars are said
to be the finest ever placed on an}' road in this country,
and are specially designed for use during the World's
Columbian Exposition. These cars are models of ele-
gance and beauty, each compartment or boudoir being
fitted with a complete toilet set, cleverly hidden from
view when not in use. They are in daily service between
Chicago and Cincinnati, and should be seen and used to
be fully appreciated. All of the Monon's through day
trains are made up of smoking cars, new coaches and
parlor and dining cars.
The numerous orders which the Ansonia Electric
Company, formerly the Electrical Supply Company, are
receiving for their heating and cooking apparatus,
goes to show that these articles are being met with
great favor by the Central Station as well as by the user.
The articles can be operated both on 50 and no volts,
and require scarcely any attention. The list comprises
flat irons, goose irons, disc heaters, curling tong heaters;
also broilers, tea pots, coffee pots, ovens and numerous
other articles adapted for cooking purposes. It will pay
street railway managers desirous of extending their busi-
ness in the direction of rented power, to secure the publi-
cation in their home papers, of what the possibilities are
in the line of electric heatinar.
The Indiana Rubber and Insulated Wire Com-
pany announce the removal of their office from 242
Madison street, Chicago, to Marion, Indiana, from which
point they will hereafter transact all business and receive
all communications, and where, with telephonic communi-
cation with their factory in Jonesboro, a few miles distant,
they will be better able to do justice to their rapidly
increasing business. About a year ago this company
opened its sales offices in Chicago for the introduction of
its paranite insulations, then but comparatively unknown
to the trade. Being the only manufacturers of rubber-
covered wires west of the Allegheny Mountains, they
found a convenient and ready market for their product,
which is now sold extensively throughout all the middle
and western states, and is in the hands of the best supply
houses in all the large cities. The Electric Appliance
Company, of Chicago, their general western agents, will
continue to carry a large and complete stock of all sizes,
as heretofore.
Great shades of Susan Anthony
And Bernhardt's form divine
How would they look if they were dressed
In hoops and crinoline!
'T will ruin the poor street car man,
Cold chills creep up his spine
At thoughts of increased rolling stock
"On acc't of crinoline.''
Then double doors, too, must be made
To accoinmodate the spread
Of skirts, and the conductors
Will wish that they were dead.
Oh, sad this doleful prophesy
Of decreased dividend;
May some kind stroke of Providence
Their awful fate forefend.
Come, brethern, let's bold counsel take,
Put up a bold, big sign :
The Gazette, of Terre Haute, waxeth sarcastic as fol-
follows: The Chicago, Grand City and Terre Haute
Electric Railroad will connect at this place with a balloon
line to the moon. It will cross the Wabash Ship canal,
connecting the north pole and the equator, on a cranki-
lever bridge.
A professional kicker is a character of London
His name is the Rev. W. J. Johnson and he carries on
a perpetual petty crusade against the tram omnibus and
railway lines by showing contempt for all the rules and
regulations of the various companies. The courts have
not hitherto smiled on his efforts.
St. Peter (on a summer vacation, but looking after
business on the side) — See here! Why haven't you been
up my way?
Surprised Denizen of Earth — Why, I'm not dead
yet!
St. Petkr — You deceive yourself; you've been dead
some time, and you are very much in the way here.
Surprised Denizen — I'll call in the neighbors to
prove I'm alive and in business.
St. Petkr — That's too much trouble. Here's your
local paper; show me your advertisement.
186
0lm^^^u^^^ii^
PERSONALS.
L. F. Cook, a rapid transit man of Tacoma, Wash., is
in the city intending to stay through the World's Fair.
B. F. Meek Jr., formerly secretary of the Northwest
General Electric, has been promoted to the vice presi-
dency' of the company.
Don M. Dickinson has been engaged as attorney for
the Brooklyn Traction Company at a salary reported to
be in the neighborhood of $25,000 per annum.
W. E. Haycox, of the Fulton Foundry Company,
made a welcome call at our office during a recent visit to
Chicago. He is on a very successful trip as is usual with
him.
J. T. Voss, general manager of the Athens, Ga., Street
Railway Company, is making many improvements in his
system, bringing it to the front of southern street railway
practice.
J. B. Smith, special correspondent of the Boston
Herald, accompanying the visit of the Rapid Transit
Commission to Chicago, made a pleasant call on the
Review.
President Beckley, of the Rochester Street Rail-
way Company, is receiving universal praise from press
and public for the maintenance a superior of car service
during the past severe winter.
General Manager Ryder, of the Bass Foundry &
Machine Company, Indianapolis", favored our office with
a call, and was accompanied by Harry M. Hayes, who
will have charge of their exhibit at the Fair.
Albion Pe.wev, late superintendent of the Sioux City
Street Railway Company, has been presented with a
gold watch by his former emploj-es, as a token of their
esteem. Mr. Peavey is at present on crutches, recover-
ing from a broken leg.
The death of Col. Wm. McCrory is announced at
Mansfield, O. Col. McCrory was one of the best known
citizens of Minneapolis, Minn., and built the old motor
line there in 1S79. He was 51 years of age and served
through the war on General Sherman's staff.
S. M. Carpenter, president of the Fulton Foundry
Company, of Cleveland, O., one of the oldest street rail-
way supply men in the country, is now convalescent from
a severe illness. The Review in common with his many
other friends, is glad to hear of his improvement.
Tho.mas Baker, honorary representative of the Irish
Railway Companies, Dublin, with his wife, has taken
rooms at the Auditorium, and will remain until the end of
the year. Mr. Baker will study American systems of
street railway practice and make an extended report on
his return.
A. J. B.mrd, formerly auditor of the Chattanooga Elec-
tric Railway Company and later of the San Antonio com-
pany, has severed his connection with the latter to accept
the general superintendency of the Charlston, N. C,
road and has removed to that city. Mr. Baird is a rising
man and we watch his advancement with interest.
The death of Geo. B. Prescott, Jr., occurred on Feb-
ruary 12, 1893. He was well known as an electrical
engineer and author, having been prominently connected
at different times with the Weston labratory, Newark, N.
J., Electrical Accumulator Companj' and the Stanley lab-
ratory at Pittsfield. He designed and operated the first
electric car on the West End line of Boston.
Captain John A. Grier, whose familiar face has
long been known in western electrical circles, has recent-
ly become associated with the Ansonia Electric Company,
(formerly the Electrical Supply Company), and is at
present at their factory in Philadelphia, where he is
familiarizing himself with the details of the Helios Arc
Lamp for alternating circuits, with a view of introducing
it to the western trade.
NEW PUBLICATIONS.
The wonderful fireproof qualities of "SaKiniander*' wire, as siiown by
tests recently described in the Review, lias induced the makers, Wash-
burn & Moen, to publisli a pamphlet on insulated wire, giving the results
of numerous tests on the "Salainander."
The New England Magazine for March contains able articles on "Pro-
portional Representation," by Stoughton Cooley ; "The Mass.ichusetts
Prison System,'' by Rev. Samuel J. Barrows, and "The Importance of
the Study of Local History," by Winfield S. Kevins.
The Cutter Electrical & Manufacturing Companv, of 27
South Eleventh street, Philadelphia, has just issued an attractive circu-
lar on its "C. S.'' specialties. These include a number of flush and lock
wall switches that will be of value in electric car fitting.
The American Florist, of this city, recently gave an illustration of
what enterprising trade journalism is like. A two days' convention was
held in Pittsburgh, which did not close its sessions until one o'clock in
the morning. In less than thirty-six hours our friends had their edition
in the mails, containing a full report of eighteen pages with over thirty
illustrations.
The Electrical Review recently celebrated its twelfth birthday.
February 25th being the fateful day, it published a large edition of
seventy pages, and among other good things it contained a very com-
plete review of the progress in electiicity for a year past. Tliis enter-
prising journal has in the last year published much valu.ible matter in
the line of electrical development.
Johnson's Electrical and Street Railway Directory for
1S92 is the fourth one of the series published by the W.Johnson Company
Ltd., 41 Park Row, New York. The special features commending the
present volume is its completeness, its legible typography and its com.
plete indexes. The Street Railway Directory is only as complete as
necessary in a work of this scope, but the telephone, electric light, min-
ing, telegraph and trade lists leave little to be asked for. Price, $5.00,
of the publishers.
An amusing instance of the intelligence of the average
reporter comes from the LaCrosse, Wis., Press, which
says that the street railway company has purchased "a
battery, two generators and boilers from E. P. Allis, of
Milwaukee."
187
THE TOLEDO TOWER WAGON.
THE tower wagon illustrated in our engravings is
the design of L. H. Lincoln, the electrical engineer
of the Toledo Consolidated Street Railway- Com-
pany, and is the result of a long experience in practical
work. It is intended both for use in the construction of
lines and as a '-wrecking" wagon. That it is well suited
for the latter class of work is seen from the illustration
showing the wagon with the tower closed. This tower
is raised by a rope running over the end of the pole, at
the base of which is a windlass. The rear ladder or sup-
port of the platform is free to swing, and at the different
heights can be placed in the different positions shown —
in the lowest position on the ground; in higher positions
on different places on the wagon bottom. When neces-
sary in heavy construction work stay rods are put on the •
ladders as shown. The wagons are made in two sizes —
for one or two horses. The two-horse wagons have
platforms 6 by 12 feet. Tool boxes are hung underneath
and a gong under the footboard, making a very service-
CLOSED — READY FOR A RUN.
able outfit both for emergencies and regular work. The
old lumbering forms of tower wagon, with the tower
built on the wagon without means for adjustment, are
becoming obsolete and their places are being taken by
something that is of more general use and quicker in
operation. A tower wagon like that described affords a
very simple solution of the question of quickly arriving
at places of accident, and when there, being provided
with apparatus for all classes of work likely to be
required. Indeed, on electric roads it is as necessary to
be prepared to make overhead repairs quickly as it is to
be ready to clear obstructions on the track, while for
regular construction work on the lines tower wagons are
now among the indispensibles. The Milburn Wagon
Company, of Toledo, is engaged in their manufacture,
and has received a large number of orders. Mr. Lincoln,
the inventor, is acknowledged as one of the brightest
young men in the electric railway service, as all who have
ever met him will gladly testify, and his friends in the
fraternity have a right to expect something extra good
when it bears his name. The editor of this paper has
personally witnessed an exhibition run and platform
mount, and the small space of time required never fails to
excite surprise and admiration.
J
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SET FOR LOW WORK.
Cecil Sydney Scutts, of England, is a recent writer
on car heating and ventilation. Cecil says his treatise is
the "Alexipharmic Treatment Required for Impure Atmos
in Subterranean Railways"!
Bernard M. Sh.vnley, a Newark man of undoubted
business capacity and energy, is reported to be chief of
the executive committee of the New Jersey Traction
Compan}'.
si-l' l-'il^ UK
A PLAN is submitted by C. C. Cramp, of the Contract
Construction Company, of London, to furnish the pro-
posed Colombo, Ceylon, roads with the Mekarski com-
pressed air system.
A NEW line has been opened by the West Chicago
Company on Grand avenue.
188
^iit%fe^^#t*^
ST. LOUIS BENEFIT ASSOCIATIONS.
THE Relief Association of the Citizens' Railway
Compan)', of St. Louis, is one of the most flour-
ishing in the country. The organization is com-
monly known as the Broadway Cable Relief Association,
and it may be extended to all the employes of the
McCulloch system. The society has paid out $600 in
sick benefits in the seven months of its existence. It has
200 members and pays $10 a week to sick associates, and
$100 to his family in case of death. On March 10 the
association presented a successful dramatic effort, "Three
Glasses," at the club rooms over the Broadway cable
power house. The affair was entirely in the hands of
the men, who built the stage and set the scenery. The
members worked hard to make a success of the play and
it is needless to sav, accomplished their end. The super-
iority of these associations lies in their peaceful existence
and fulfillment of function.
CLEVELAND'S COMBINE.
IT is with no little interest that the street railway
fraternity has watched the recent changes in the
status of Cleveland, O., systems. The election of
H. A. Everett to the presidency augured well for some
bold strokes in policy and the explanation is read in the
recent pooling of the interests of the East Cleveland and
the Broadway Company.
The consolidation was brought about by President
Henry A. Everett, Directors C. W. Wason, C. L. Pack,
and M. A. Bradley of the East Cleveland, and President
Horace Andrews of the Broadway Compan3^ The wise-
acres are confidant that the Woodland & West Side will
soon enter, as J. H. Wade is a heavy holder of Wood-
land securities. From the fact that Tom L. Johnson is a
holder of both stocks above mentioned it is thought that
the Brooklyn lines will also enter the fold. These, how-
ever, are simply conjectures, but one thing is sure that
Cleveland's systems are coming to an understanding with
each other.
NEW JERSEY'S TROLLEY PROSPECTS.
IF the month of February, 1893, is famous for noth-
ing else, the big traction deals consummated in its
twenty-eight days ought to give it a place in history.
The Metropolitan Traction Company, of New York, of
which John D. Crimminsis the head, led off the procession
by making what is said to be the biggest street railway
transaction ever consummated. By the terms of this com-
mercial trealy, 140 miles of New Jersey track went into
the syndicate's hands, including the lines in Elizabeth and
Newark. The scheme is now to unite Newark, Elizabeth,
Bloomfield, Montclair and the Oranges with a system of
electric roads, which will all run to one or more landings
on the North River. The transfer of the lines of the Jer-
sey City & Bergen railroad in Hudson county, which
have been leased by the Pennsylvania railroad and the
lines leased by the New Jersey Traction Company are
included in the deal. There were transferred in all 90
miles of horse railway, 35 miles of electric and 15 miles
unoperated. All of this will now be operated as one sys-
tem and the present animal power and unoperated lines
changed to electric.
AS USUAL.
JUST because human nature is human nature, and the
men who stand on the platforms differ in degree and
not kind from the men who sit in the offices, labor
organizations have no more uneventful lives than is
accorded to other corporations. The dissolution of the
Cleveland street railway employes' union, which died
from apathy of its leaders, who would not serve their
cause for glory and humanit}' alone, is a fine, large object
lesson for similar organizations. Men are only men.
Just now a veritable hornet's nest is under the eaves of
the Amalgamated Society of Street Railway Employes
recently formed at Indianapolis and having its chief office
in Detroit. Two factions have appeared already, and the
supporters of the rival heads of the association are ready
to morally knife each other whenever occasion permits.
The quarrel is the result of internal dissentions and
jealousies on the part of the men who are suppose to con-
serve the peace of the concern. Taking the motto that
"all is fair in war" the recalcitrant, and, it is needless to
say, unpopular party to the trouble, is using any and all
means to break up the organization. Recriminations,
threats and bad language are the principal weapons so
far used, but if the thing continues the courts may take a
hand. Money supposed to have been misappropriated
has added to the flames.
At the same time with this war of words and ink a
most disgraceful strike has been in progress at Wheeling,
West Virginia, where the entire city has been left at
times at the mercy of a few hundred angry and unreason-
able men. Not content with withdrawing from service,
the employes have vigorously and forcibly resisted the
attempts made by other workingmen to gain a Hvelihood
on the Wheeling Consolidated. The most dastardlv and
cowardly deeds of violence have here been enacted. The
strikers took one non-union man and literally wrapped
him to a pole with wire. Greased tracks and tight wires
strung across the track chin-high are other methods used
to fcrsiiade the company to make terms with them. A
number of non-union men were coerced into the union
and compelled to take enforced idleness with the rest.
To add to the general anarchy, the city and county
authorities have not done their duty, and assumed the
usual role of the "powerless."
The company which spent a good million of dollars in
Wheeling's transportation deserves better treatment than
that accorded, and if shame cannot make them cognizant
of their duty other means of protection should be taken.
"I'd like a pass on your father's road," said Mr. Slim-
purse to Miss Coupons. "Well," replied Miss Coupons,
"I don't believe you'l^ get it. I heard papa say they
didn't pass anything but dividends."
189
RICHMOND & MANCHESTER CONSOLI-
DATIONS.
THE union that is strength has been consummated by
the Richmond & Manchester and the Richmond
Railway & Electric Company, by the purchase of
the former by the latter named road. This deal gives the
entire control of transportation in the two cities and
suburbs to the buying company, including the two lines to
the popular resort, Forest-Hill park.
Under the terms of the deal $400,000 of 40-year five
per cent gold bonds are to be issued in lieu of the $500,-
000 in 6 per cents now in existence. Of this sum,
$250,000 is to be put into betterments immediately.
The new officers have been elected as follows: Geo.
E. Fisher, president; vice, John S. Williams; directors,
Geo. E. Fisher, B. H. Nash, F.J. Craigie, Dr. J. P. Munn,
J. S. Williams, S. W. Middendorf and W. C. Seddon.
The changes give possession of 60 miles of track to
one company, with all its attendant advantages of trans-
fer and centralization of expenses.
SOME NEW DEVICES.
A TROLLEY switch, designed by G. W. Merkins,
of Denver, Colorado, known as the "M and D,"
has been used on the Tramway Company's lines
at Denver and on the West End road at Boston for about
a year. The movable part of this switch consists of the
end of the wire with flanges on each side. The trolley
wheel in approaching presses the flange, turning the
switch "in the way it should go." This device is non-
sparking and gives a continuous contact. The Dimon &
Adams Manufacturing Company, of Denver, are making
it.
The Excelsior Track Switch, made by the Fitch Excel-
sior Switch Company, of 45 Broadway, New York, can
be operated by the motor or gripman on the moving car,
thereby saving valuable time. A switch rod on the car
is let down by the motorman from the car platform into
a slot or channel. Into this channel the spokes of the
switch operating wheel project and are caught and turned
as the wheel passes through, thereby throwing the switch.
The size of the switch box is onl}' 22x18x18. It has
been in operation at Steinway, N. Y., with good results.
A SASH supporter, made by W. Haskell King & Com-
pany, of New Haven, Connecticut, is a step in the direc-
tion of anti-rattle that is much needed on some cars. It
acts simply as a wedge, normally held in place by springs,
but when it is desired to raise or lower, the thumb lever,
whicli is similar to that commonly seen on car windows,
makes the springs of no avail. When the lever is again
released the springs press the wedge or catch back into
place, fastening the sash at any position desired.
A VALUABLE idea and a valuable patent to fit it is the
property of B. J. Parsons, of Omaha, Nebraska, assignor
to F. W. Fitch of that place. It is called a trolley catcher,
the idea being to catch the pole when the trolley runs off,
so to keep it from striking the span and guard wires.
The catcher is located in a box on the car roof. The
rope from the pole is wound around a drum in the catcher.
This drum has a spiral spring inside, with a ratchet ?nd
two pawls. When the trolley jumps and the pole flies
up it gives the rope a jerk that causes it to release the
spring and pull the pole down near the roof.
The Chicago agents for the Heine Safety Boiler Com-
pany report the following sales of Heine boilers for the
month: N. K. Fairbanks, Chicago, 1,000 horse-power;
Chicago & North Shore Railway, 750 horse-power;
South Side Rapid Transit Company, Chicago, 300 horse-
power; H. D. Campbell & Sons, Traverse City, Michi-
gan, 150 horse-power.
A WELL dressed young female with all the outward
appearance of a lady recently slapped a conductor in the
face because he did not stop the car at a crossing which
was impossible under the circumstances. The conductor
attempted an apology with the above result, when the
woman sprang from the car and took a tumble into the
mud. The crowd in the car were greatly incensed at
her treatment of the conductor. And jet !
J. A. Roebling's Sons report a crowded order book
for all types of their wire.
Abraham Lincoln
When lea\'ing his home at Springfield, 111., to be inaugurated President
of the United States, made a farewell address to his old friends and
neighbors, in which he said, "neighbors give your boys a chance."
These words come with as much force to da^" as thev did thirty years
ago.
How give them this chance?
Up in the Northwest is a great empire waiting for young, and sturdy
fellows to come and develope it and "grow up with the country." All
over this land are the youn^ fellows, the boys that Lincoln referred to
seeking to better their condition and get on in life.
Here is their chance!
The country referred to lies along the Northern Pacific R. R. Here
you can find almost anything you want. In Minnesota and in the Red
River Valley of North Dakota, the finest of prairie lands fitted for wheat
and grain, or as well as for diversified farming. In Western North
Dakota, and Montana, are stock ranges limitless in extent, clotted with
the most nutrious of grasses.
If a fruit farming region is wanted there is the whole State of Wash-
ington to select from.
As for scenic delights the Northern Pacific Railroad passes through
a country unparalleled. In crossing the Rocky, Bitter Root, and Cascade
Mountains, the greatest mountain scenery to be seen in the United
States from car windows is to be found. The wonderful bad lands,
wonderful in graceful form and glowing color, are a poem. Lakes
Pend d'Oreille and Coeur d'Alene, are alone worth a trans-continental
trip, while they are the fisherman's Ultima Thule. The ride along
Clark's Fork of the Columbia River is a daylight dream. To cap the
climax this is the only way to reach the far-famed Yellowstone Park.
To reach and see all this the Northern Pacific Railroad furnish trains
and service of unsurpassed excellence. The most approved and com-
fortable Palace Sleeping cars; the best Dining cars that can be made;
Pullman Tourist cars good for both first and second class passengers;
easy riding Day Coaches, with Baggage, Express, and Postal cars, all
drawn by powerful Baldwin locomotives, make a train fit for royalty itself.
Those seeking for new homes should take this train and go and spy
out the land. To be prepared, write to
Chas. S. Fee,
G. P. & T. A.
St. Paul, Minn.
190
j^i^^^i^^i^^
THE NATIONAL ELECTRIC LIGHT
CONVENTION.
THE recent meeting of the National Electric Light
Association was one of unusual interest to street
railway men. The papers read were, with the
exception of one or two, equally applicable to electric
light and railway work. One noticeable feature of this
event was the large amount of attention given to the ques-
tion of the transmission of power to a distance. A year
ago there was one paper on the subject and the matter
was discussed in rather a general manner. This year,
however, there were three papers on the subject, and the
question was taken up in a way to lead an observer to
think that the day of great power transmissions is not far
away. One of the most practical of the papers was that
of Dr. Louis Bell. He took up the question of supplying
our present stations with power from a distance, and so
doing away with the steam engines as now used. He
suggested two plans especiallj' suitable for electric rail-
way stations as they are at present. One was to employ
three phase motors to drive the regular 500-volt railway
generators — these motors, of course, to be supplied with
current from the distant source through the medium of
transformers. The other plan was to use three phase
currents and transform them directly into continuous cur-
rents by means of a transformer designed by C. S.
Bradley. Dr. Bell had tried some of these transformers
personally, and found them admirable. They were but
a litde more complicated than the 500-volt generator,
and had a very high efficiency. He favored three phase
machines in the first case because the)' would not be
pulled out of s3-nchronism with sudden changes of load,
and so stopped. In regard to three phase motors, they
were about as near indestructible as any machines in
existence, the armatures being a mass of metal with no
outside electrical connections. He had seen them sub-
jected to terrible overload without a sign of burning out.
C. S. Bradley said in his paper that a plant to trans-
mit 500-horse-power from the coal fields to a city
would cost $300,000. He thought that by the genera-
tion of the power in large quantities at the mines it
could be obtained most cheaply by converting the coal
into gas to run gas engines. In this waj' we could get
more energ)' from a pound of coal, besides selling the
valuable by-products of gas manufacture.
H. C. Myers read a paper on the "\'ulcanizing Process
for Preserving Ties, Cross Arms, Etc." This new pro-
cess consists in heating wood under great pressure,
thereby changing the natural saps and oils in the wood
into a preservative compound acting as an antiseptic to
prevent decay. This was claimed to be the best pro-
cess for preserving wood known.
William H. Brown gave an historical sketch of the
New York subways, and the results that were being
obtained from them. There occurred, during 1892, 49
faults on 750 miles of underground cable operated.
Prof. Geo. Forbes was present and treated the sub-
ject of thermal storage for central stations, which has
attracted so much attention abroad lately. This idea is
to put in boilers of average capacity and put in hot
water tanks for the storing of surplus energy during
light loads. In the discussion which followed the ques-
tion of storing water power during the entire day to
do service for a few hours only, was brought up. The
advantage of this plan would be that a small motive
power could store up energy enough in this way to do
a large amount of work for a short period.
The officers of the association for next year are:
President, E. A. Armstrong, Camden, N. J.; first vice-
president, M. J. Francisco, Rutland, Vt.; second vice-
president, C. H. Wilmerding, Chicago, 111.; secretary,
George F. Porter, New York. The place of meeting
was referred to the executive committee.
SEARCHING FOR A SOLUTION.
THIRTY members of the Massachusetts senate and
house of representatives arrived in Chicago Feb-
ruarj' 25, to investigate rapid transit in Chicago,
for the benefit of the assembled solons of the Bay state,
and the edification of Boston in particular. The delega-
tion found the straight parallel streets of the World's Fair
city ver}' confusing and could with difficulty be kept from
going down every alley they could find. After getting
acclimated and overcoming the idea of ciooked ways, the
party visited the World's Fair grounds and saw Libby
Prison and War Museum in the afternoon Monday. The
Chicago Fire Cyclorama entertained them in the evening.
Tuesday was spent in hard work. The city's system of
cable roads was thoroughly and admiringly investigated
and the South Side L came in for its fair share of praise.
The tunnels of the West and the North Chicago roads
were studied and the mayor and other city officers cate-
chised on probabilities, possibilities and plans. One
amusing feature of the trip was the fact that the gentle-
tlemen were surprised to find that a journey to
Chicago was necessary to find the original deed for Bos-
ton Common, over the preservation of which eye sore, so
mucli good breath and valuable petition has been wasted.
The document now adorns the gallery of C. F. Gunther,
the candv man and curio collector.
Rapid Transit Committee was composed of : Senators
Kittridge, Baker, Leary and Horton; Representatives
Bliss, Charles, Nutting, Graham, Garfield, Dodge, Bar-
num, McCarthy, Newhall and Quinn.
Committee on Merchantile Affairs: Senators Rats-
hesky. Carter and Merrill; Representatives Brewer,
Moriarty, Coakley, Richardson, Bryant and Darling.
Capt. J. G. B. Adams, Sergeant-at-Arms, and J. B.
Smith, of the Boston Herald, accompanied the committee.
The •' Paterson Call " abuses our good friend Lawless
as follows: ^ "The success and popularity of the electric
car service is very largely due to the wisdom, experience
and skill of the genial and popular Manager Lawless.
He is the right man in the right place."
191
STREET RAILWAY LAW.
EDITED BY MR. FRANK HUMBOLDT CLARK, ATTORNEY AT LAW, CHICAGO.
Street Railway Company Using Bridge Belonging- to
State.
A street railroad which lays its track across;|a bridge constructed and
maintained by the state, and constituting a part of the highway on
\vhich the railroad line runs, does not adopt the bridge as one of it^
appliances so as to become liable for an injury to a passenger, caused
by- delects therein, to the same extent as if the bridge had been built
by the Company.
Peckham, J. : — The defendant owns and operates a
street railroad in the city of Rochester. The Erie canal
intersects Main street in that cit}', and at the intersection
the canal is crossed by a bridge built, owned and main-
tained by the state, and in effect the bridge forms a con-
tinuation of the highwaj' of West Main street. The
bridge was so constructed as to lift vertically by hydraulic
' power, when boats were to pass. In order to act as a
counterbalance and thus to reduce the amount of power
necessary to lift the bridge, heavy weights made of iron
troughs filled with pig iron ^were suspended in the
upper part of the framework of the bridge. They
were suspended by cables fastened to the floor of
the bridge, and passing through pulleys in the upper
framework. The troughs were fastened by means of
stirrups which were made of iron. The plaintiff was a
passenger on one of defendant's cars, and while the car
was slowly crossing the bridge in question, one of the
stirrups gave way and let one of the troughs drop, so
that the pieces of pig iron slid out, and some of them
fell upon the car beneath and broke through, and one
of them struck and severely injured the plaintiff.
The evidence as to the defect in the welding of the
stirrup and how it was discoverable, and the plan and
method of the construction of the bridge, was uncontra-
dicted. Upon such evidence the trial judge refused to
submit the question of defendant's negligence to the jury.
and held that the defendant was liable, and only the ques-
tion of damages was left to the jury. The court charged
the jury that the defendant was bound to precisely the
same liabihty with regard to any defects in the bridge
as though it had built the bridge originally to serve as
part of its railroad, and it was bound by the same rules
which the law applies to every other carrier of passen-
gers with reference to the means it adopts as part of its
roadway and part of the appliances which it may have
occasion to use in the transaction of its business as a
common carrier.
We do not think the defendant rested under such
extreme liability. It may be assumed that the defendant
is a corporation organized under the general railroad act
for the purpose of building a street railroad through cer-
tain streets in the City of Rochester. Under that Act it
acquired no right to cross the canal on any bridge it
might build; it acquired no right to build any bridge;
and although it may possibly have the power of emi-
nent domain to acquire land for some purposes, it could
acquire none to build a bridge over the canal. And its
organization under the general Railroad Act for the pur-
poses of a street railroad required it to keep to the pub-
lic streets or highways, and gave it no right to lay its
tracks elsewhere. The bridge mentioned was nothing
more than the continuation of the city street which it
connected; and although it might have been necessary
for the defendant to have obtained permission of the
state authorities before laying its rails and running its
cars over the bridge, yet we are of the opinion that in
crossing such bridge it did not thereby make it an appli-
ance of its own to the extent stated in the charge of the
court below.
We do not criticise the rule, or assume here to ques-
tion it, as to the extent of liability ordinaril}^ attaching to
a carrier of passengers, including perfect roadbed and all
proper appliances. We simply say that this case is not
one in which to make the application of such extreme
liability. We say the bridge is not such an appliance as
is contemplated by the rule alluded to, and that the liabil-
ity of the defendant was no greater than while pursuing.
its route along the public street.
(N. Y. Ct. of Appeals. Birmingham vs. Rochester
City & B. R. Co. 32 N. E. Rep. 995.)
Person Driving- Team in Track — Attempting- to Turn
Out — Injury by being- struck by Car.
In an action for damages against defendant street rail-
way company, plaintiff's evidence showed that while
driving a team with a heavily loaded wagon on defend-
ant's track, he saw one of its electric cars approaching
two or three blocks away, and at once turned the team
off the track and tried to have them pull the wagon off
also, but owing to the snow the rail was slippery and the
team was unable to draw the wagon from the track.
The conductor of the approaching car made no effort to
lessen its speed, and it collided with a corner of the loaded
wagon, and plaintiff was injured. Held, That the evi-
dence made a good prima facie case for plamtiff, and it
was error for the court to direct a verdict for defendant.
(Sup. Ct. Wis. Will vs. West Side R. Co. 54 N. W.
Rep. 30.)
Failure to keep Track in Repair — Upturned Rail —
Personal Injury.
In an action against a street railway company for
personal injuries caused by an upturned rail, to a person
driving on the street, an instruction that it was the duty
of the defendant to keep its track in proper repair, that
this is a condition attendant on the grant of the franchise,
and if defendant neglected to do so, by reason whereof
the plaintiff sustained injuries, it was negligent and is
liable to plaintiff therefor if he did not in any way con-
tribute by his own negligence to the injuries sustained, is
not erroneous.
192
Where the court instructs the jury that even if plaintiff
did not see the obstruction, if it was plain to be seen, and was
such an object as should have been observed b}- him had he
exercised ordinary care and watchfulness, he was guilt}- of
contributor}' negligence and can not recover "if he failed to
exercise ordinary care and watchfulness," defendant has no
ground of complaint.
Where it also appears that the upturned rail was loose the
night before and was nailed down again, and that defend-
ant's trackman passed over the hne twice on the da}- of and
before the accident, an instruction to return a verdict for
defendant is properly refused.
(Sun. Ct. Pa. Bradwell vs. Pittsburgh & W. E. Pass.
Ry. Co. 25 Atl. Rep. 623.
Care Required as lo Infirin Passenger — Time to Reach
Seat — IVegligence.
In an action against a street railway company for
injury to a passenger, the evidence showed that plaintiff,
an elderly lady, entered the car by the front platform, and
that, before she reached her seat, the car started and she
fell down. Jleld, That whether plaintiff's conduct in
entering the car from the front platform and going
towards a seat with her back to the horses without assist-
ing herself by the use of the straps pl.tced in the car for
that purpose, constituted contributory negligence, was
for the jury.
The driver of a street car is bound to take more care
of an old person than of one in full vigor, and whether
starting a car in the usual and ordinary manner after an
elderly lady has entered it, is negligence, is a question for
the jury.
(Sup. Ct. Pa. Holmes vs. Allegheny Traction Co.
25 Atl. Rep. 640.)
Master and Servant — Injury to Car-Driicr — Vicious
Horse.
It is the duty of the master to furnish his servant
with such appliances for his work as are suitable and
may be used with safety; and if a servant is injured
by reason of defective appliances furnished by his
master, the latter will be liable for damages unless
he can show that he has used due care in the selection
of the same.
The driver of a street car was given a span of horses
to propel the car, one of which was a broncho that would
kick when struck — which fact was known to the master,
and of which the driver was not aware and was not
informed by the master. The car was under the care of
a conductor, who permitted the same to be overcrowded,
every available foot of space both in the car and on the
platform being filled. On attempting to start the car the
broncho refused to pull, whereupon the dri\-er slapped it
with the lines, when it kicked him, causing death in a few
hours. Held, That there was sufficient testimony to sub-
mil the questions of fact to the jury.
(Sup. Ct. Xeb. Leigh vs. Omaha St. Rv. Co. 54 N.
W. Rep. 54.)
Electric Railways — Negligence in Running Cars Rapidly
at Night — Contributory Negligence in Leaving Wagon
on Track.
It is negligence in an electric street car company to run
a car in a narrow and unlighted alley, on a dark night, so
fast that it cannot be stopped within the distance covered
by its own headlight.
But the plaintiff's driver, by his own testimony, was
equally negligent. He left his horse and wagon standing
unguarded upon the track, and went into a stable near
by. It was his duty to exercise the same watchful care
when upon the track that the law exacts of the railway
company in running its cars. The judgment for the
plaintiff is reversed.
(Sup. Ct. Pa. Gilmore vs. Federal St. & P. V. Pass
R. Co. 25 Atl. Rep. 650.)
Passenger Riding on Car Platform — Insujicicncy of Rail-
ing— J^iestio)! for "jury.
Standing on the rear platform of a moving street car
even when there is room inside, is not, under ordinary
circumstance, negligence per se, at least in the absence of
any prescribed rule of the carrier forbidding it.
It is quite clear that the question of defendant's negli-
gence was one for the jury. Permitting and inviting, as
it did, passengers to ride on the platform, ij was its duty
lo use all reasonable precautions to insure their safety.
Under the circumstances disclosed by the evidence, it was
to be anticipated that passengers might, by reason of the
joking or rocking of the car or of some other cause,
lose their balance, especially when the platform was
crowded; and it was a fair question for the jury to say
.vhether in the exercise of that high degree of care
required of carriers of passengers, the defendant ought
not lo have guarded the platform with rails or gates
of sufficient height lo have prevented just such accidents
as occurred in this instance. The evidence as to
decedent's conlribulorv negligence was also a question
for the jury. Neither the standing on the platform, nor
the failure lo take hold of the rail amounted to negligence
per sc; nor did the two facts combined constitute such
negligence.
Whether, under ordinary circumstances, the dash and
gate were of a safe and proper height for the protection
of passengers, was not a subject for expert testimony, but
was a question for the jury to pass upon.
(Sup. Ct. Minn. Matz vs. St. Paul City Ry. Co. 8
N. Y. L. Jour, iioo.j
One-Horse Cars for Sale.
We have for 8ale flfty-oue (51) oiie-hoi-NO cats Iu eood order
and eoiidttioii. TlieHe varn wi-re built liy Stcplienson A .lones
Tvell-kiioiTii maiinfaetiirerN.
They are lO feet loiij; and Neat 1:6 paMNengNrs. Each car
in provided with a fare box.
The^c cai'N ran be neen at the i'onipanyV barn, eorner Flor-
ida Avenue and Elevenlb Street. Xorfhtvepiit Washington D. C.
3E»rloo, ^lOO.OO
CAI»ITOI. \OHTH O ST. & SO. WASHIX<iTOX R"V <'0.
<^ic£tlf\ailw&v9\£yic\/
.A
193
PUBLfSHERS AND PROPRIETORS,
269 DEARBORN ST., - - - CHICAGO.
Pahlished on the 15th of each month.
SUBSCRIPTION, -
FOREIGN SUBSCRIPTION,
TWO DOLLARS.
20 SHILLINGS.
Address ail Communications and Rgmttlancfs to The Street Railway Review
26g Dearbtrn Street, Chiceffo.
H. H. WINDSOH. r.S. KENPIELD,
Editor. Buainess Manager.
CORRESPONDENCE.
We cordi.iIly invite correspondence on all subjects of interest to those eng.iecd
in any branch of Street Railway work, and will gratefully appreciate any marked
copies of papers or news items our street railway friends may send us, pertaining
either to companies or officers. Address:
THE STREET RAILWAY REVIEW,
269 Dearborn Street, Chicago.
Entered at the Post Office at Chicago as Seeond Class Matter.
This paper member Chicago Publishers' Association.
VOL. 3.
APRIL 15, 1893. NO. 4
IN New York State the courts have ruled that the false
punching of transfer checks, and subsequent turning
in of the same as cash fares, constitutes the crime of
forgery, and a Buffalo conductor has recently been sen-
tenced to a term in jail for doing so.
THE Supreme Court of Louisiana has ruled that
power given by a city charter to authorize the use
of its streets for horse or steam railroads, before elec-
tricity came into use as a motive power, authorizes the
city to grant franchises to operate cars by the trolley
system.
THE United States Circuit Court in the District of
Columbia decides that it is unreasonable for a city
to construct sewers in that part of a street occupied by
a street railway under a prior ordinance if the construc-
tion causes a suspension of the car service, or inflicts
fher damage to the company, provided the sewers could
be laid in another part of the street.
AN important transfer ticket decision is cited in our
Law Reports this month, wherein the Michigan
court rules that a passenger who neglects to secure the
proper transfer ticket is not entitled to transportation ex-
cept upon paj'ment of an additional fare. Conductors are
not bound to accept passenger's statement that he paid on
first car and is therefore entitled to a ride on the transfer
car.
COMPANIES whose ordinances include a contract
with the city to keep in repair that portion of the
street occupied by its tracks, should look well to their
repair. Recent court decisions are that it is not negli-
gence per se for an able-bodied person to alight from a
slowly moving car; but the company is liable for damafe
if a passenger alighting under such circumstances is
injured by reason of holes in the track.
WILL there be hotel accommodations for all who
visit the World's Fair City ? Yes, in abundance.
The hotels which will be opened for guests May i will
accommodate nearly 150,000 people, and others nearly
completed, and which will open May 15 will increase this
number to nearly 200.000. In addition are the thousands
of residences which will entertain relatives and friends,
and thousands more which will have part or whole of
their homes to spare during a good portion of the season.
There will be a big crowd, but it is coming to a city
accustomed to doing things in a big wav.
THE car fender is a subject which may well enlist the
consideration of the thoughtful manager. In sev-
eral cities already, council committees have been appoint-
ed to investigate the matter with a view to the passage
of municipal regulations requiring some such protection.
For mechanicall}' operated cars the fender is almost in-
dispensible and companies will further their own interests
by looking after the fender business before they are
forced to do so on terms which mi\y not be specially
favorably. As a matter of economy in self-protection
alone the fender would seem to admit of little argument
in most cities and towns.
THAT over-much legislated city, Washington, again
confronts the problem of street railway motive
power. The governing forces have issued the edict that
on the first da}^ of August the overhead trolley must bite
the dust. As the operation of storage battery cars has
at last been abandoned on the Eckington & Soldiers'
Home lines, after a most persevering and desperate
effort to operate them for less than the earnings of the
road, a relapse seems probable to the good old horse cars,
so dear to the old school aristocrat of the Capital City.
This will leave the cable as the only surviving mechani-
cal power there, unless the various underground electric
systems develop a much greater success than has been
thus far shown. It is strange that the overhead .system
now operating in five hundred of our cities, from ocean
to ocean, including every large metropolis in the nation,
should develop such dangerous and unsightly proclivi-
ties as the Senate and other committees would have us
believe e.xist in Washington. We would not entertain
even the idea that promoters of underground electrics
which are struggling to enlist capital in their little Wash-
ington lines, could have lent any influence in the accom-
plishment of this discrimination; but there are people who
will think so, nevertheless.
194
^kcd.l?^ailw^U^ym/
OUTSIDERS are still asking about the transporta-
tion facilities between the different districts of Chi-
cago and the Exposition grounds. In answer we are
glad to be able to say that the transportation facilities
both in quantity, quality and speed will be unequalled by
any great gathering in the world's histor}-. The com-
bined systems will transport 100,000 persons each way
each hour, and on certain lines the trip from the business
center of the city to the Exposition gates, eight milesj
will be made in fifteen minutes. As fully described else-
where the terminal facilities are the most perfect ever
worked out by railroad and railway men.
WE cannot refrain from again calling attention to the
broad and inviting field, ready and waiting, in the
sale of electric power for operating machinery requiring
few horse power. The statement in this issue of two
well known managers are at once interesting and con-
vincing. At Sioux City it has been found profitable to
run an extra feed wire exclusively for this work. At
Omaha power is furnished for a great variety of purposes
from the running of fans to printing presses. As Presi-
dent Peavey tersely says: "The matter of stationarj'
power is certainly one of great importance to any railway
company, and a source of considerable revenue, and it is
surprising to me that more companies do not give atten-
tion to this important feature."
WE illustrate, this month, an entirely new system for
high speed electric elevated railway. Its sim-
plicity is as surprising as are its practical, effective results,
as demonstrated on a line 800 feet long. Indeed, there
seems no reason why a speed of from 100 to 200 miles
an hour should not be easily maintained. For elevated
service in cities it offers particular attractions. The struc-
ture is very light, but very strong; the cars likewise; and
neither obstruct hght or air, and the entire operation of
the road is secured by a combination of appliances already
in daily use, and the utility of which there can be no ques-
tion. We believe the high speed passenger service
of the future will lie in a suspended car, the body of
which shall be light and narrow, and offering little atmos-
pheric resistance. Also in shorter trains, but operating
at frequent intervals. We believe Mr. Cook has success-
fully worked out all of these requirements.
AS a sequel to the long drawn and disgraceful strike
on the Wheeling, W. Va., road, the verdict of the
jury before which several of the strikers were tried,
affords opportunity for congratulation. The criminal
acts of the leaders were established beyond any question,
and already four of them have been found guilt}'. Indict-
ments have been returned against fifteen others and by
the time the}' are tried and sentenced, the strike business
as conducted on the Wheeling principle will prove that it
is indeed "a big wheel that never turns around." Rail-
way managers in dealing with the troubles fomented by
professional agitators should exercise the greatest caution
to deal fairly and justly, and when the first overtact against
the company is made, lose no time in instituting legal
proceedings, and not only institute such proceedings but
follow the arrest with prosecution. It requires backbone
to do this sort of thing but the lesson taught will be apt
to be a lasting one. The Wheeling people deserve
credit'for standing firm in their demand for the enforce-
ment of the law.
A STRIKE was indulged in by the, until that time,
employes of the CarroUton line in New Orleans.
It was founded on the most ridiculous claims, and as far
as the company was concerned, lasted about three hours.
For most of the strikers it will probably last several
years. One of the surprising features of the case, not
only to the ex-employes but to the company as well, was
the astonishing revelation that it was not only possible,
but practical, to operate electric cars, and at fairly high
speed, with a crew of green men, who until that moment,
had not only never been in street railway work an hour
in all their lives, but who until that time, knew absolutely
nothing of the modus operandi of operating an electric
car. At 2 :30, Friday afternoon, the first 'car was aban-
doned, and two hours later the entire service of forty-
three cars had been deserted. Next morning, Saturday,
fifteen cars were run out with new drivers, and increased
to twenty-seven by afternoon. Sunday the eritire equip-
ment of fifty cars were in service. Another quite as sur-
prising fact is that not a motor was burned out, and the
few trifling accidents, such as broken headlights, etc.,
amounted to but little more than one hundred dollars.
STEAM roads find it necessary to make a distinctive
department of its motive power, presided over by a
man who makes a constant study of how power may be
produced at the lowest possible cost, and who maintains a
close survelience on all the motor machinery. Already
many electric roads are finding it advisable to enlarge
their operating department by the appointment of an ex-
perienced man as superintendent of motive power. Even
now too many railways are run without that detailed
knowledge of cost. In a general way the manager
knows the lump amount each month that represents the
cost of fuel, water, power house help and repairs and in-
spection of motors and machinery, but when it comes to
an intelligent idea of the many branches of this expense
he is at sea. On a small road it is conceded the super-
intendent can keep a personal watch and carry in his
head what would be impossible on a larger line. But
on any road however small the saving to be effected by
knowing the division of expenses for comparison with
previous months will prove of great value. Many a road
can increase its dividends without increasing its earnings
one dollar, simply by a more intelligent knowledge of
expenses.
BEFORE another issue of the Re\iew the opening
ceremonies inaugurating the World's Columbian
Exposition will have passed into history. It is human
nature to anticipate so much of a widely-heralded attrac-
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195
tion that the realization of actual inspection is apt to fall
far short of the ideal and result in more or less of disap-
pointment. But in the present instance no such regret
will be expressed, for the simple reason that it does not
lie within the power of writer and artist to convey any-
thing like an adequate conception of the beauty, extent
and grandeur of the World's Fair. From its inception the
work has been prosecuted with that tremendous energy
which has built up a city of a million-and-a-half in half a
century, and whose citizens from the multi-millionaire
down to the day laborer have gladly contributed accord-
ing to their means and expended fifteen millions of money
in providing an aggregation whose equal the sun has never
shone upon before. It is but truth, and in no measure
exceeding the bounds of modesty to say that what Chi-
cago has done in this great enterprise would not, and,
indeed, could not have been accomplished by any other
city on the continent; nor by any city on the globe within
the same time. While priding itself on all the city has
done in providing a suitable home for the exhibits, Chi-
cago fully recognizes that she is but working out the will
of the whole great country in which all true Americans
take as strong personal interest in the success of the enter-
prise. It is enough to say the Fair will be a credit to our
country. But the feast is almost ready, when all car taste
for themselves.
WE learn with surprise that in a good sized town in
Ohio the patrons of the theater there were
obliged to walk home after one of the performances
because the entertainment chanced to run ten minutes
past II o'clock, the time when the last car was scheduled
to leave. There may have been some excuse somewhere,
but it certainly could not be accepted as a good one, and
it will be hard to offer any explanation why the patrons
of the road who used the cars in going were not accom-
modated for the return trip to their homes. The man-
ager may be able even to show that in this special case the
available traffic would not pay the running expenses of
that one trip. But in our judgment this is no argument at
all. The hour was not unreasonably late, and certainly
theater riding will never be encouraged and built up if
people are assured they will have to walk home, or if
they are not assured that they will not be compelled to
walk. On a well managed road the superintendent keeps
informed of the special gatherings and meetings, and
not only ascertains the time when they will separate, but
details some one to see that, if possible, sufficient number
of cars are in waiting to provide for the business when
the regular service would be inadequate. The enterpris-
ing superintendent will go further and secure an announce-
ment to the audience that he will have ample supply of
cars. This, of course, as stated, where the usual service
at that hour of the night is not sufficient. This makes
extra work for the superintendent, but it also makes good
friends of the patrons of the road, and will inevitably
result in increasing travel to a point, where if not profit-
able at first, soon will become so. There are many roads
paralleled today which might have continued in the
enjoyment of their original exclusive business had not
some moss-back stockholder or director sat down on the
efforts of his more far sighted manager. We do not
believe in running an owl car for one passenger, but that
is a very different matter from the topic under considera-
tion.
DURING a recent trip through the Gulf States, we
were greatly impressed with the field for light elec-
tric traction in the sugar plantations. The cane ripens
late in the fall, and is cut in November, December and
January. At present this cane is in most cases hauled in
wagons to the crushers, which during the season are kept
running both day and night — the latter by the aid of electric
light. The soil, which is favorable to the raising of cane,
is at all times, and especially during the season named,
particularly favorable to raising Cain with the wagons
loaded with the saccharine stalks. From three to five
pair of mules or oxen find it a slow and toilsome process
to haul the broad-tired wagons through the moist, yield-
ing'soil. The more the road is used the worse it becomes,
and the lighter becomes the load which can be hauled
and longer the time required in transit. Indeed, so
serious is this problem, one of the oldest planters in the
South, a gentleman who has upward of 2,000 acres in all,
informed us that there was no profit in raising sugar
where the cane had to be hauled to exceed one and a
half miles. As one solution of the trouble, some planters
are installing smaller crushing mills, at convenient dis-
tances scattered over their fields, and thus reducing the
haul. The juice, however, is pumped through a pipe
line from these crushers to the main plant, where it is
boiled or converted into suger or molasses. While the
pipe line promises relief in some respects, it is less desir-
able on many accounts than to have the entire process of
manufacture conducted at one central point. While the
crushers are expensive, the cost of the sugar houses with
their machinery runs from $30,000 to $300,000, hence
the explanation why they cannot be multipHed and scat-
tered. We believe the large planters will find their solu-
tion of the question in the introduction of light railways,
narrow gauge, on which small cars can be drawn by
electric motors by the trolley system. As there are prac-
tically no grades and a high speed is not desired, the
motors need not be of heavy construction. An abund-
ance of tie material is always at hand in the neighboring
swamps, where it can be cut from cypress, pine or white
oak. Tracks can be built in sections the length of rails,
with rails spiked to longitudinal stringers, and these in
turn resting on the cross ties, so that the tracks could be
quickly taken up, transported, and again relaid in another
section of the plantation as occasion required. As labor
is cheap this w^ould not incur much expense of either
money or time. For a ground return rails could be cross
bonded to a short galvanized iron pipe driven into the
moist earth, or bonded to a return wire. As the track
would be single, and probably not more than two loaded
trains moving at one time, the return current offers no
serious problem. In short, the entire construction and
196
(^1jQjd'j{aAWjayJ^
equipment would involve comparatively small outlay. The
power would be generated at the mill, where already an
electrician is required to operate the lighting plant.
Indeed, both railway and lights could be supplied from
the same generator. In short, the plan seems at once to
offer radical rehef for a most pressing evil, and a magni-
ficent field for the constructing engineer. The Review
confidently looks forward to the near future, when all the
cane of the large plantations will be transported in this
way, and again when manufactured and in barrels and
hogsheads delivered by the same method to railroad and
docks where distance will permit.
A SOLUTION OF THE BROOKLYN BRIDGE
PROBLEM.
SOME changes will certainly become absoluteh'
necesssry in the near future in the matter of
transportation acrosss the Brooklyn bridge. The
several ferries are doing as large a business as ever,
and additional boats are building now, to further increase
the service. The bridge cable handles upwards of 125,-
000 daily.
As a substitute we believe the system of endless move-
able sidewalk operated for several months experimentall)-
in this city, and previously fully illustrated in these col-
umns, is worthy the closest investigation of the bridge
commissioners. A section 4,300 feet long will be in opera-
tion at the Fair. This sj-stem consists of three paralell
and close fitting platforms. The first stationary, the sec-
ond moving at three miles an hour, and the the third,
which is fitted with comfortable cross seats accommodat-
ing three persons each, at six miles an hour. The line
here is operated by electric motors, but for use on the
bridge it would be an easy matter to retain the cable sys-
tem just as it is and use ordinary cable grips fastened to
the platforms at suitable intervals, and which would auto-
matically release the cable at the proper " throw offs,"
and take it again in the same manner at the "pick up."
But one cable is required, as one of the two moving plat-
forms ride on the periphery of the wheels which carry
the other. The speed could be fixed at any rate desired.
It would be necessary to enclose the platforms in a sta-
tionary wooden or light metal structure about the size of
a car and reaching all the way across the bridge, but
this is neither expensive or difTicult.
The installation of this system should be accomplished
with less than a week's delay in traffic; will not require
any disturbance whatever of the present tracks, except
slight changes at termini; and absolutely without change
or one dollar of additional expense in the present power
plant. A most important feature, and only possible with
this sj^stem.
With this system operating at a six mile speed 31,680
people could be transported each way every hour, and
every one would have a seat.
The question of safet}' will naturally first arise, but on
this point the record of the thousands carried last j'ear
at the World's Fair grounds including people of all ages
from children to the infirm, and without a suggestion
of an accident is sufficient answer. In fact it is difficult
to imagine how an accident could possibly occur. While
the moveable sidewalk is not intended to supercede sur-
face or elevated roads, it has a wide field all its own, and
in which, as on the Brooklyn bridge, it offers a service
which has no equal. For a down-town loop in Chicago
connecting the termini of our elevated roads and the
various depots it offers a positive solution. The facilities
are indeed those of cars operating on a headway of about
two seconds. The moveable sidewalk at the World's
Fair will constitute, we believe, the most unique and inter-
esting exhibit in all the wide range of transportation, but
unlike some others is not built for show onl)', but for the
transportation of 40,000 passengers per hour, during the
entire da)', from May i to November ist.
We especiall}' commend to our New York andBrook-
Ivn friends visiting Chicago, a careful study of this inter-
esting, simple, comparatively inexpensive and most prac-
tical system. The highest engineering authorities in
America and Europe have given it their indorsement, but
to the ordinary citizen the actual and successful operation
as will be witnessed on the Casino pier, will be the
more satisfactory evidence of merit, and all-convincing.
UNITED STATES TIMBER TEST WORK.
ALTHOUGH all the leading railroad engineers,
architects, professors of engineering and others
interested in the timber tests had flooded with
hundreds of letters their representatives and senators, and
the committee on manufacturing, in whose hands the
special appropriation was pigeon-holed, neither tlie com-
mittee nor the house paid any attention to this expression
of public interest. The senate, however, increased the
appropriations for the Forestry division by $8,000, that
is, 20 per cent of the amount asked.
Under the circumstances, the testing will be discon-
tinued until after July, when the new appropriations
become available.
Those interested in the investigation should not fail to
move again when the new Congress assembles.
The first compilation of test results will probably be
issued within six or eight weeks as Bulletin 8, Timber
Physics, Part II. It will contain the results obtained on
Longleaf pine, and will discuss in detail the results of
tests and examinations of bled and unbled timber, results
which in themselves justify the expenditure.
The Forestry Division will exhibit the methods pur-
sued in this work at the World's Fair.
Another exhibit of interest to railroad engineers and
those interested in reducing forest waste, will be a collec-
tion of the most approved types of metal railroad ties.
The New York Commercial Advertiser sayS that, "the
Rapid Transit Commission fully justifies its title in the
rapidity which it causes Manhattan stock to fluctuate —
but in nothing else particularly."
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197
COOKS ELEVATED RAILWAY SYSTEM.
L. F. COOK.
THE days of the stage coach for the extensive trans-
portation of passengers have long since faded into
an illustrious past ; but with all our evolution which
has developed to annihilate time we have persistently
clung to some of the salient features of the stage.
Addressing the Engineer's Club of Philadelphia
recently, John C. Trautwine, Jr., remarked : "We may
well believe that so radical an increase in speed as is now
contemplated will de-
mand a similarly radical
departure from our pres-
ent methods. When
we have come to regard
80 or 100 miles per hour
as an everyday affair, I
believe we shall have
abandoned the imitation
of the stage coach, with
its center of gravity
several feet above its
base, and our vehicles
will be suspended from,
rather than supported
by, the rails, h is safe,
too, I think, to predict
that instead of heav}'
trains dispatched daily
or hourlj', single and light vehicles will follow each other
at comparatively very short intervals."
Oberlin Smith, in the Engineering Magazine, predicts
the advent of high speed cars as operating on elevated
structures, so built as to make derailment impossible,
driven by electricity and with light, narrow cars, which
shall cut the air like a bird.
So expectant is the civilized world to-day of the speedy
solution of the rapid transit problem, both as applied to
long distance and to city travel, that every new method
is scrutinized in the hope that the solution has been
reached. The requirements as laid down by Trautwine
and Smith, above quoted, have all apparently been worked
out by Lucien F. Cook, of Taconia, Washington, who
has spent twelve years in perfecting his system. Not
only is it adapted for long distance high speed lines, but
affords rapid service along the streets of even the
largest cities. It is, of course, an elevated structure, but
of such construction as to practically offer no objection in
the matter of obstructing light and air.
The Cook S3'stem is simplicity itself, both in construc-
tion and manner of operation, and he does what no other
inventor has ever done, namely, operates two trains in
opposite directions on the same track. The entire ele-
vated construction is light but being made of angle iron and
truss girders affords maximum strength with a minimum
weight. The supporting pillars are spaced from 30 to 60
feet and rest upon foundations below the frost line. These
pillar.s may be carried to almost any desired height but
preferably to 18 feet above the surface. Upon and
securely riveted to them rests the longitudinal girder with
the upper surface curved in a concave form. Fastened
to the bottom of the girder on either side are the beveled
rails. The cars which are narrow and very light, but of
any desired length, are carried on either side the girder
and of course move in opposite directions. These cars
operated single or in trains are suspended from an arm at
the upper corner extending the length of the car. This
arm is of angle iron of great strength, in which are anti-
friction wheels which take the bearing. These wheels
travel in the concave track resting on the girder. Should
by any accident even all the wheels be broken the arm
would still support the car. The driving wheel is mounted
on the armature axle, and its perphery is beveled to run
on the beveled rail. A guide wheel carried to run on the
under side of the beveled rail renders it utterly impossi-
ble for the car to jump the track under any conditions
that could possibly arise. This guide wheel can be tightly
pressed against the rail by a hand lever to increase the
traction. An iron shoe also travels against the rail for
braking purposes and is applied with a hand lever. The
driving wheel is of small diameter and actual demonstra-
tion has developed the fact that it need not have a face of
more than one-quarter inch. As the speed increases this
driving wheel gradually climbs the beveled rail, thereby
transferring the load from the suspending wheels to itself,
but is limited in its play by the guide wheel below.
The trolley wire is carried on the under side of the
upper rail, where it is perfectly insulated and is rigidly
attached. An ordinary' trolley wheel or brush takes the
current, which is led to the motor on the car floor in the
usual manner. The return current is grounded through
the contact of the driving wheel on the lower rail. While
it may be as long as required, the car body ranges in
width from 26 to 40 inches, and in height from 4^^ to 7
feet, according to speed desired. For high speed it
should be pointed fore and aft. While extremely strong
it is very light, in fact, weighs no more than the passen-
gers it carries. Seats may be either longitudinal or cross,
and passengers enter and depart from side doors placed
on the outside only, affording unequalled facilities for
loading and unloading. The car heaters are, of course,
electric, and at night light comes from the same source.
A surprising feature of the system as actually proved by
demonstration is that no car springs are required.
Until the present Mr. Cook has given his plans no
publicity through the press. However, to demonstrate
the practicability of his system he built in the city of
Tacoma a line elliptical in shape and 800 feet long, rang-
ing from 7 to 16 feet high, combining all the ditHculties
of construction to be found under all conditions. Two
grades of five and ten per cent were also made as part of
its features. Notwithstanding the fact that the structure
was wholly of wood, with the pillars set only twelve
inches in the ground, and the rail at the top was simply
wood lined; with light strap iron, as was also the beveled
rail below, he found no dilliculty in operating at a speed
of forty-two miles an hour, starting and stopping quickly
and at will; and carrying twelve passengers, although the
198
(^St/wdrJ^aAWayj^ii^
seating capacity of the car was but eight. The curves
in the experimental line would rarely if ever be found in
actual practice; and on reasonably straight track, there
seems to be no question that he can maintain a speed of
from lOO to 200 miles per hour. A representative of the
Review, who participated in several of the tests
on the Tacoma line, testifies to the high speed,
the perfect ease with which the car traveled, and
is fully convinced that with a longer and less
crooked track 100 miles an hour will be an easy
matter. The same car ran equally well on either
side of the track, making both the in and outer
curves.
The reader will naturally first ask
himself why the track structure does
not tip or lean to one side or the
other. While to all appearances this
would be the natural result, in fact
the car weight is so distributed that
it becomes comparatively center
bearing, and the resultant is a down-
ward thrust.
In making high speed one great
obstacle has always been vibration.
This has been overcome in this sys-
tem by the contradictory forces (the
outward bearing at the top and the
least expensive of any system of elevated roads yet
devised ; the same may be said of the equipment, and the
time required to build a line is also very short. Further,
and in conclusion, Mr. Cook calls attention to the follow-
ing points of advantage: —
SIDE VIEW or CAR AND SOLID GIRDER.
He meets all contingencies; he builds his structure
on the angle iron principle; takes up the least room;
shuts out the least light; has at all times the combined
strength of his tracks and by suspending his car from
CROSS SECTION GIRDER.
CROSS SECTION STRUCTURE.
CROSS SECTION CAR — DETAILS AND MANNER OF SUSPENSION.
inward bearing at the bottom), thereby having a tendency
to deaden vibration.
As will be strikingly noticed by reference to the illust-
rations the s}'stem throughout is marked by the utmost
simplicity. The parts are all strong, extremely light and
few in number. It is difficult to see where the present
plans are to be bettered. Construction is by far the
the top carries less dead load; and by carrying from an
upper corner is enabled to concentrate his tracks. He has
greater strength in proportion to load carried than any
system yet devised. Upper and lower rails compensate
at all times; and the perfect gauge between upper and
lower tracks is always preserved. The structure offers
little resistance to air pressure. Supports may be
(^IJicctl^iWay-S^VlfiW'
199-
placed thirty to sixty feet apart. In crowded streets supr
ports may be placed on either side of the street at the
curbs and arched to the center, as in the illustration,
where one or more lines may be suspended having
'mm2i
32iX
^,
^v:-ig3iO
LATTICE GIRDER CONSTRUCTION.
various speeds. Narrow sidewalks may also be placed
along the tracks, and second story fronts may be con-
verted into retail establishments. Blockades or any of
the other disadvantages of surface traction could not
operate to disarrange the schedule and speed.
Light loads with great speed and frequency have always
METHOD OF FOUR TRACK SUSPENSION.
been Mr. Cook's theory in pursuing this subject, thus
dispensing with great strain on track, cars or machinery,
and affording more convenient and profitable service.
A company in which some of the best known capitalists
in Chicago are included has been organized to build a
line in Chicago, and as soon as the material can be made
will have it on exhibition here.
The General Electric Company are building at Lynn,
a portable electric welder, suited for taking out on the
track and welding the rail ends. Current is supplied
from the trolley wire.
POSTAL STREET CARS.
CINCINNATI is not behind the times in any
respect, and Cincinnati railways and their man-
agers are in the fore front of every enterprising
movement.
The latest plan to make both ends of the car pay divi-
dends is that now in operation on the Cincinnati Inclined
Plane Railway Company, of becoming
a mail route and bona fide government
contractors. There are five post offices
on the line of the railway, and the mail
destined for the stations at Corryville,
known as station "E," Ludlow Grove,
(St. Bernard), Elmwood Place and Car-
thage is loaded on the front platform of
the cars and whirled to its destination,
via the C. I. P. Ry. Company's track.
Other lines in Cincinnati also handle
mail.
H. M. Littell began overtures last
year towards this end, but the matters
were closed up and contracts made by
H. P. Bradford, the present general
manager. The mail delivery is fre-
quent, the cars carrying five times a
day each way, and the company regards it as a success-
ful venture.
In this same great state of Ohio there are two more
progressive towns Massillon and Canton. Both are
manufacturing centers and have a large migratory pop-
ulation, drifting from one town to the other to work, or on
pleasure bent. Eight miles of good electric wire bring
the towns into communion, transporting not only passen-
gers, but freight, baggage, express and mail. To accom-
modate this latter traffic, the management has built a
special car, designed as a counterpart of the regular steam
postal cars, only smaller. The Canton-Massillon car is i8
feet long, 6 feet wide, with vestibule platforms. No
passengers are carried on this car, which is an independ-
ent motor and runs in a train by itself.
Wells-Fargo express is carried from Massilon into Can-
ton, where a new office has just been opened. Local
transferring is left to the transfer companies. The mail
service is from post office to post office, carrying four
mails each way a day. For the mail service, the govern-
ment pays the company $43-75 a month. No extra men
are required, so that the bonus is all gain. The express
and baggage business is a paying service and .worthy of
trial on a number of the numerous interurban roads which
are now webbing small towns together.
The most extensive street railway mail service is, how-
ever, found in St. Louis. Postmaster Harlow, an
enthusiast in this work, is the author of the street railway
mail service in St. Louis.
This system of mail distribution is made on the St.
Louis & Suburban Electric Railway with a special car con-
structed for the purpose.
This car has the regular motor and trolley pole equip-
200
(^^ijwd'j{aiyh^U\^^
ment, but otherwise resembles the railway post offices of
steam roads. Inside it is fitted with mail boxes, hooks
for pouches and sorting desk. It is 44 feet in length, 7
feet 10 inches wide, 11 feet 4 inches high; car body
length 36 feet, inside hcighth at center 7 feet 9 inches,
with a side door opening 4 feet. The working force con-
sists of one stamper, one distributor and a motor man.
The car travels over a system embracing 19 miles,
receiving and distributing mail en route to and from the
post office building, past which it runs. The aggregate
run of the car in its three round trips is 114 miles, and
the time occupied in each trip is 3 hours 12 minutes.
Way stations are established at irregular intervals
along the line where carriers congregate to receive or
deliver their mail bags. The first trip is started at 6:25
New~York and Brooklyn are considering the advis-
ability of a like arrangement and, no doubt the cities of
Baltimore, Philadelphia and Chicago will find out its
advantages later.
The street railways of our cities have advantages
more than one, and enterprise and pluck is all that is
required to develop them.
The Edison Illuminating Company, Philadelphia,
have increased their boiler plant and installed the Babcock
& Wilcox boilers, which have been selected after the
most careful investigation. The new boilers aggregate
1,700 horse-power and are built entirely of steel to carry
225 pounds pressure.
ST. LOUIS POSTAL CAR.
a. m. from the post office, and arrives at Cabanne at 7
o'clock. It is met at the ten or twelve stations bj' the
carriers throughout the adjacent districts. Leaving
Cabanne at 9 o'clock the mail is delivered at the post
office at 9:33, and the car lies over until 9:50 when the
next trip is made.
The system obviates the delay, expense and trouble of
bringing local mail to the post office, distributing, cancel-
ing and receiving all along the line. City letters thus can
be delivered in 30 minutes.
The amount of mail handled by the street railway pos-
tal system amounts to 5,000 letters a day. Forty-nine car-
riers are supplied and relieved of their post office trips and,
as above narrated, three round trips are made each day.
Postmaster Harlow reports to the Postmaster General
that the S3'stem is entirely satisfactory and meets the
requirements of the local service to a degree of perfection
unobtainable by any other method.
The General Committee of Engineering Societies for
the Exposition have made arrangements to have recep-
tion rooms at 10 Van Buren street and in the Mines build-
ing on the Fair grounds. At both of these places engi-
neers will find a comfortable retreat with surroundings
corresponding to their profession.
Distant mutterings are heard of a scheme to connect
Brookville,Md., with Baltimore, by an electric road. Inter-
urban roads know not the word "can't" in the year 1893.
Hon. Geo. B. Shaw, Congressman-elect and well
known in electrical circles by reason of his connection
with the National Electric Manufacturing Company as
its general manager, has assumed charge of the World's
Fair Bureau of the Ansonia Electric Company. This
bureau will have for its sole end the entertainment and
assistance of the friends of the Ansonia Company at the
World's Fair.
^ tied/ J^aiWay-li^Vlcv/
201
HALF FARES.
Interesting Facts from all Parts of the Country
Boiled Down for Busy Readers.
Siemens & Halske, of Berlin, have just finished an
electric road for Gross-Lichterfields which is now open
for traffic. Thej^ are constructing one at Hanover.
The Ashtabula case has now reached the Supreme
court of Ohio. Eight years ago the citj' authorities tore
up four miles of track, and J. N. Stewart has been after
them ever since.
The Tuscaraws Rapid Transit Company is the name
of a road to be built this summer from New Philadelphia
to Ulrichsville, O. The right of way is secured and
work will be pushed.
The Broadway (New York) cable is being operated
above Fifteenth street. In this way an opportunity will
be given to educate gripmen preparatory to opening the
downtown line for traffic.
The Ansonia Electric Company has in preparation a
book of tables and other information for use in electrical
work. Rumor says that some very valuable tables have
been obtained at considerable cost.
Electrical Engineer Fredericks, of the Daven-
port & Rock Island Railway, is engaged in construction
work on the Chicago & North Shore. He will probably
serve as electrical engineer for both roads. Work on
the latter line is progressing finely.
A COMPANY is being organized to build a road between
populous factor)' districts in South Waukegan, a suburb
of Chicago. F. W. Ganse, Calvin Dickey and Byron
Y. Craig are incorporators. Mr. Ganse's office is in
Chamber of Commerce, this city.
In Wheeling, West Virginia, there is a city ordinance
visiting the offenses of children against city laws on the
heads of their parents and guardians. This was made use of
in the recent strike when the strikers' children interfered
with traffic by putting obstructions on the tracks.
The farmers of Contra Costa county, Cal., are becom-
ing interested in a scheme to build a network of electric
roads to connect their region with Oakland, and the plan
now seems reasonably sure of success. It will be a
farmers' road rather than a suburban passenger line.
Sir Frederick Bramwell, the umpire appointed to
put a valuation on the property of the London Street
Tiamways Company, which is to be purchased by the
citj- of London, has decided that .$31 •^664 is a proper
estimate, not taking into account the compulsory pur-
chase.
A NEW use for the electric car was found at Spring-
field, Mass., recently. A fire engine got stalled going
up grade on the way to a fire. A motor car came up
behind and helped it up the hill on a double quick. And
yet some people claim that the trolley is a hindrance to
firemen!
Three-fourths of a mile of underground trolley road,
designed by Malone Wheless, is being experimented
with at Washington, D. C. The trolley wire which is run
in a conduit is divided into sections 200 feet long. These
sections are automatically connected with the feeder cable
as the car goes along, being dead at all other times.
The franchises have been granted for the Gait &
Preston, Ontario, Street Railwa}', to operate by steam or
electricit)'; to be built this year. R. G. Cox, St. Cath-
erines; Thos. Todd, Gait; Fred Clare, Preston, and T.
M. Bent, of the Berlin & Waterloo Street Railwa}', are
interested. The names mentioned insure the success of
the enterprise.
Considerable interest is being excited in Chicago by
the passage through the council of an ordinance granting
the Midland Rapid Transit Company a franchise for
either an elevated or underground road between Jackson
and Madison streets, from Franklin street to the city
limits, with several branches. An air of mystery hangs
around the backing of the scheme that is the food for
much newspaper speculation.
The Twin City Rapid Transit Company, St. Paul and
Minneapolis, ha\'e given notice that it will, on June, i, in-
crease the wages of motormen and conductors that have
been in service more than a year fi'om 17 to 20 cents per
hour. New hands will be advanced from 17 to 18 cents.
This is a fair sample of Mr. Lowry's generous and far-
seeing policy. The company announces that the object of
this move is to recognize the efficiency of the men and to
stimulate them to further care in the observance of rules.
The change gladdens the hearts of 1,000 men and
increases the annual expenditure $75,000.
The Safety Brake Shoe Company, of Boston, manu-
facturers of the Composite Brake Shoe, have secured the
services of George C. Ewing as their superintendent.
Mr. Ewing has been connected with the railway depart-
ment of the General Electric Company, and accepts this
position because of the encouraging developments in the
sale and use of this brake shoe. He will visit Chicago
soon, and other intermediate cities, in the interests of the
company. They have also engaged the services of James
J. Sides, who comes to them from the electrical and
mechanical department of the West End Street Railway,
who will travel in other parts of the country. As both of
these gentlemen are practically familiar with street rail-
way work, they will undoubtedly meet with favor from
street railway officials.
202
(^tiectlF\aiWa)'j\^^
PERSONAL.
E. F. Seixas is traveling in Italy and will be absent
two months.
Charles Hathaway, Cleveland, was a recent visitor
at the Review office.
C. McL. Paine has assumed business management of
the Architect's Electrical Bulletin.
Geo. W. Peirce retires from the superintendency of
the Concord, N. H., Street Railway Company.
Harry P. Barr has resigned the position of secre-
tary and general manager of the Sperry Electric Com-
pany.
John S . Pugh, while successfully representing the
merits of the Baltimore Car Wheel, called at the Review
office during March.
Elmer P. Morris, special agent of the General Elec-
tric Company, is located for the present in the Lombard
building, Indianapolis.
Jas. J. Sides has resigned his position with the West
End Street Railway Company to accept one as traveling
salesman for the Safety Brake Shoe Company, of Bos-
ton.
Nelson W. Perry, of the Electrical World, recently
suffered the loss of his father, who was a prominent
member of the Cincinnati bar and at one time member
of Congress.
A. I. Jones, formerly superintendent of the Great Falls,
Montana, Iron Works, has assumed the selling agency of
the M. C. Bullock engines and mining machinery, at 39
South Canal street.
A. M. Young, the well known electric railway builder,
of Connecticut, was one of the first in the field of electric
railway work, and has achieved the success which is the
just due of all pioneers.
The venerable Henry Hanna, of Cincinnati, has
resigned from the directory of the Cincinnati Street
Railway Company on account of ill health. Mr. Hanna
s past 79 and has earned his rest.
Geo. C. Ewing, formerly connected with the railway
department of the General Electric Company, has resigned
to accept the position as superintendent of the Safety
Brake Shoe Company, 620 Atlantic avenue, Boston,
Mass.
Recent visitors at this office include W. W. Bean
president St. Joe Electric Railway; A. E. Hay, president
Robison Truck Compan)', Altoona; John J. Hoppes, pres-
ident Hoppes Manufacturing Company', Springfield, O.;
A. W. Lynn, of the Milwaukee City Railway.
W. S. Nelson, of Kansas City, well known in rapid
transit circles of that metropolis, and builder of the West
Side Electric Railway, nearly lost his life recently in a
heroic and successful attempt to save the lives of two
ladies who became panic stricken in front of a cable car.
W. J. Johnston, publisher of the Electrical World, has
been spending several days in Chicago, and was a wel-
come caller at the Review office. The wonderful suc-
cess of the Electrical World is fully deserved, while its
constant improvement and progress reflects the highest
credit on its management.
Frank X. Cicott, who has been managing director
of the Railway World, London, since its inception, has
severed his official position to engage in other business.
During Mr. Cicott's connection with the World it has
taken a foremost place among European publications.
A. M. Wilcox, formerly of this city, who has been editor,
will now add to his present duties those of managing
director.
President Albert J. Elias, of the Third Avenue
Railway Company, New York City, J. H. Robertson,
the well known and popular superintendent of the same
line, and C. Frederick Kohl, vice-president of the Penn-
sylvania Iron Works, were visitors in Chicago during the
month. Chicago's street railway lines occupied their
attention, and a visit to the Street Railway Review
office was an incident to the visit.
Daniel F. Lewis, president of the Brooklyn City
Railway, and whose name stands so prominent as the
head of the great Lewis & Fowler Manufacturing Com-
pany's interests, was married on March 22 to Miss Mary
VanVleck, of Plainfield, N. J., formerly of Brooklyn.
Mr. Lewis and his bride has the best wishes of his nu-
merous friends and acquaintances, and the felicitation of
the Street Railway Review in particular.
The car was going down the st.
She stepped off backwards witli both ft.
But wliat slie said is hardly mt.,
To print in the Revikw.
C. J. Swift, of the Ford- Washburn Storelectro Com-
pany, of Cleveland, has contracted for five 30-horse-
power equipments for the Woodland Avenue and West
Side Road of Cleveland.
W. Haskell Kin(; & Company, of New Haven,
Conn., are in the market with an anti-rattler car window
fastener, described in the Review last month.
The Johnson Engineering & Foundry Company,
of New York, has bought the frog and switch business
of Abram Ayres and will hereafter carry on that busi-
ness,
(^tx£d/li\aUvv^j^yie\v^
203
AN INDIANAPOLIS RAILWAY GROUP.
BEFORE resigning from the presidency of tlie
Citizens' road at Indianapolis, Mr. Frenzel called
his executive force together and expressed his
desire to have the photographer secure a picture of the
group. The rest in turn consented, on condition that
Mr. Frenzel would himself constitute one of the number.
The engraving is from a photo 20 by 24 inches, and the
various portraits will be recognized by many of our read-
ers, owing to the large acquaintance of the Indianapolis
officers.
A New York syndicate which is already operating
several large systems in the east, are making strenuous
efforts to secure franchises in the suburbs of Montreal,
and are also reported as trying to secure the right to use
the tracks of the City Passenger within the city limits.
The Toronto & Scarboro Electric Railway is another
one of the numerous proposed inter-urban roads. The
plan is to construct an extensive network of lines between
the towns mentioned and to sell current for power and
light along the line. The management have issued a
handsome prospectus.
S. F. BAZELRIGG,
Pur. Aet.
K. W. MADISON,
Collector.
H. POPENHOUSK, W. S. JEWELL, A. A. ANDHR50N,
Clerk. Elec. Supt. Sec. and Treas
W. T. LEWIS, J. P. FRENZKL, R. G. SWAIN,
Asst. Supt President, clerk.
W. F. MILHOLLAND, T. DONAHUE, MBS. SALTMAR&H,
Cashier. Clerk. Stenoerapher.
J. J. MAHONHY, R. F. SALTMARSH, W.E.JONES,
Paymaster Asst. Book Kpr. Clerk.
G. H. HERPICK, F. BRUNER,
Koadmaster. Collector.
" GOVERNOR.'
The Clapham Junction & Paddington Underground
Railway, of London, has struck a novel kind of a "stump"
in attempting to get its bill through parliament. The
professors of the City Guild's Institute and the Royal
College of Surgeons objected to the proposed road
because of the alleged magnetic and mechanical disturb-
ances that would be caused by its operation near their
institutions. They claimed that it would render impossi-
ble all delicate experiments. To an American the most
natural answer would be for the institutions to move el.se-
where, but the IJritish committee of parliament thought
otherwise and rejected the bill.
The annual report of the General Electric Company
made to the stockholders April 11, showed a net profit of
$3i3S6,S93 for eight months.
The Lake Street Elevated of this city is prepar-
ing to e.xtend their structure east to Market street, to
which point their franchise extends. There has been
some controversy between the company and the com-
missioner of public works in regard to placing piers in
the middle of Canal street. The company's engineer
claims that a span across the entire width of the street
would be unsafe.
204
(^ Ked.lF^aJM^j^yW'
CHICAGO.
THE old world has its legends of gnomes and giants,
heroes and prophets, of Aladdin's lamp and song-set
stones of Thebes. Beautiful they are and their
shadows and secrets come down to the present day as an
incense and a restful memory.
We westerners have no burdens
of legends to carry and our minds are
free to grasp where we wiU, and plant
while we may, the wild fruit or the
cultured grain, untrammeled by an-
cestry or ancients.
For this reason, growth to the west
and enterprise to its citizenship, must
take the place of fancies and cold
hard figures must decorate our liter-
ary monuments.
The Columbian year and the Co-
lumbian prize poet, and the prize-
statue must bow before the Colum-
bian prize hog and the Columbian prize
packer pays the bills.
Little is left our Columbian poet but the shadowy
figures of Father Marquette and Pere Joliet and more of
our Chicagoans know the hotels and towns named after
these worthies than of the holy zeal that brought them
from France.
We glory in our utiUtarianism.
We rejoice in railways, our hogs and our men — real
men who do and plan.
Chicago's history can be written only in figures and
dates. Nothing else can unfold so rapid a growth. In
rSiS Illinois became a state bv virtue of a rather original
method of counting the population. Eleven years later
the town of Chicago was platted and in 1830 the first map
was drawn showing a little strip of what is now the North
Side and a generous slice of the West Town. About this
time Cook county was organized and a thorough search
found a dozen families as the total population. Old stories
of the Fort Dearborn massacre have no place here, but
the massacre and packing of a party of cattle in 1S32 was
an event big with promise.
So we grew.
The first census was taken in 1837 with this result :
Males and females over 21 years of age, 2,645; under 21
and above five, 831 ; children, 513; total, 3,989 white per-
sons and 77 colored brothers. There were 39S dwellings,
100 business houses and five churches complete the list.
Fifteen years later there were 60,000 people in Chi-
cago. In 1865, 178,900; in 1875, 400,000; and in '85,
1,000,000. 1893 counts 1,500,000, and estimates of con-
servative men give 1930 as the time when the mayor of
Chicago will preside over 4,000,000 inhabitants.
Thus it was not until 1S37 that Chicago began its com-
mercial history. Then no factory sent its smoke into the
pure prairie air. Now thousands upon thousands of souls
depend upon the causes of e smoke nuisance for their
daily bread.
In 1857 fire ravished the incipient city of many of its
early buildings; 1859 gave another scorch, 1866 followed
and 1 868 helped remove land-marks and frame disgraces.
October 9, 1871, is the onlj' day Chicago celebrates for
Chicago, is in remembrance of Mrs. Leary's cow's
pas suel, which sent $300,000,000 in smoke and left
thousands homeless. The Garden Citj' became the Phce-
nix City, and to-day it is yours, gentlemen, to inspect,
wonder at and admire.
Our railway sj'stems we particularly celebrate. In 1S53
S. B. & M. O. Walker and Parker & Co., controlled the
street traffic, which consisted of eight lines of omnibus,
running 18 vehicles a total of 408 trips per diem on 223^
miles of streets with 802 omnibus miles a day. Now 500
miles of street railway operate 4,000 cars and carry 300,-
000,000 a year.
Great is Chicago. Selah.
THE CHICAGO CITY RAILWAY.
August 16, 185S, the council granted franchises on
State and Madison streets and Cottage Grove avenue to
Frank Parmlee, Liberty Bigelow and Henry Fuller.
A previous attempt had been made in 1856 to start a
street railroad, but this was the first one destined to suc-
ceed. An act of legislature in February, 1S59, approved
the City Railway, but
with the condition that
nothing but a single
track, with necessary
turnouts, was to be con-
structed, and onl}- on
condition that the con-
sent of the owners of
two-thirds of the prop-
erty in lineal feet along
the line of the road
could be obtained. As
many property owners
were opposed to the pro-
ject, it was necessary to
buy the consent of a
large number. The first
cars were run in April,
1859, on State street,
between Madison and Twelfth streets, and a month
later the Madison street line, between State and Hal-
sted streets, was opened. From this on the lines were
extended rapidly in all directions, and consent to lay
double track was obtained. The United States Fair at
Ft. Douglas, in 1859, induced the laying of a track to that
point. The Streets below Twelfth were simply planked
and the rails were spiked directly on top of the planks.
During the times of poor money in '61 the tickets issued
by the City Railway played an important part in the mone-
tary affairs of Chicago. Their face value being unques-
tioned, they were by all odds the most convenient small
change available. Large numbers of them were hurriedly
issued, until counterfeiters began to get in their work, when
the tickets were recalled and better ones substituted.
GEO. H. WHEKI.ER, PRESIDENT C. C. RY.
(^l/ieetj\aUw!a^9^yieW'
205
About 1867 the use of "bob-tailed" cars was inaugur-
ated in order to cut down the running expenses. Their
use continued until 1874, when the fastidious public
refused to pay fare except through a conductor.
In 1S75 the line on Wabash avenue was built, not,
however, without the usual objections of the property
owners along the line — so great was the objection, indeed,
that it was found expedient to lay the track on Sunday.
From this until 18S0 matters went on in a quiet way
with the usual number of extensions ^and the natural
increase in business. In this year, however, an incident
occured that was destined to have a tremendous influence
not only on street railway work in Chicago, but in the
entire United States. Appreciating the future demands
of the company and with a firm belief in the possibilities
of the cable, but in the face of the strongest opposition C. B.
Holmes, then superintendent and afterwards president,
made a thorough investigation of the San Francisco cable
system and it was finally decided on as a motive power.
Ground was broken June, 1881. Arrangements were made
to equip the entire line on State to Thirty-ninth street and
The offices and principal power house are at the
corner of State and Twenty-first streets, this power house
being the largest in the city. Another is located at Cot-
tage Grove avenue and Fifty-fifth street. South State
street is supplied from one at State and Fifty-second,
near which is the new electric plant. The company
has 35 miles cable track, 114 of horse lines, 1,740 cars,
2,700 horses, and employs 3,820 men.
THE NORTH CHICAGO STREET RAILROAD.
In 1859, the same year that saw the City Railway
started, W. B. Ogden, Jno. B. Turner, Carlos V. Dyer,
Jas. H. Rees and Volney C. Turner, incorporated the
North Chicago City Railway, and in August, 1859, the
first cars were run between North Water street and Ful-
lerton avenue on Clark street. Clark street was at that time
planked and the rails which were center bearing, were
spiked directly to the plank roadway, a simplicity of con-
struction that will doubtless be envied by many of the
roads of to-day. Another interesting feature of this primi-
tive Clark street line was the cars. Their bodies were
R. GREENE,
SecretarN.
C. PENINGTON,
Treasurer.
M. K. BOWEN,
SuperintendcDl.
on Cottage Grove avenue to Thirty-ninth. It was not
entered into as an experiment, but as if success was a
matter of course, although it was the first road of the
kind designed for heavy traffic and cold winters. Both
the City Railway and the street railway fraternity have
reason to be thankful for this bold step. The first cable
train in Chicago was run on the occasion of the opening
of the road in January, 1882. It consisted of ten cars
drawn by a single grip and carrying 1,000 passengers.
So opened a new era in Chicago's local transportation.
Since the original lines were started they have been
extended — the State street to Sixty-third and the Cottage
Grove to Jackson Park and Oakwoods. The most
important change recently made by the City Railway is
the adoption of electricity on its feeder lines, which
change is now being completed. The officers are:
President, Geo. II. Wheeler; vice-president James C.
King; treasurer, Thomas C. Penington; secretary F. R.
Greene; superintendent, M. K. Bowen.
shaped very much like an omnibus. The driver sat "on
the roof." When the end of the line was reached the
whole car did not turn around. The truck remained sta-
tionary and the car body turned using the truck for a
turn-table. Whether the truck got tired of always facing
one way history does not relate.
However, as was natural with a city of 90,000 popula-
tion, the road soon outgrew such methods and rapidly
extended its lines. The history of the North Side road
was particularly uneventful until in 1886, the North Chi-
cago City Railway became the North Chicago Street
Railroad and passed in the hands of the Philadelphia syn-
dicate, at which C. T. Yerkes is the head. The new
management soon began to plan for cable construction
and in the latter part of '86 the necessary franchises,
together with the use of the LaSalle street tunnel were
granted and the work was begun. In March, '88, the
lines were opened for trafiic. Lincoln avenue has since
been changed to cable. About a month after the open-
206
^ftlwdrji\ai{\^\}\^^
ing of the cable lines occurred one of the most serious
strikes in the history of Chicago, involving as it did the
daily transportation of the many thou-
sands of people living on the North and
West Sides. The North Side conductors
and drivers were the first to go out. They
were soon followed by those on the West
Side. Then followed a time of the great-
est confusion. Every available vehicle
J. B. PARSONS,
Generiil Manager West Chicago Street
CH.\S. NAGL,
Superintendent West Chicago Street Railroad.
was brought out and made to do service
in carrying the crowds to and from their
homes. There was some mob violence
on the part of the strikers, but in time
matters quieted down and the company
came out victorious. The company at
present is under the care of President C.
T. Yerkes; Secretary and Treasurer J.
Wm. Helm; General Manager Fred L.
Threedy; Superintendent John M. Roach.
The power houses are three in number. The princi-
pal one being at the corner of Clark and Elm streets and
the others at Illinois street and La Salle
avenue and Lincoln avenue and Sheffield
avenue. The Connelly gas motor is also
used on some of the feeder lines. The
company has 19 miles of cable track; 62
miles horse lines; a total of 796 cars and
employ 1,400 men.
CHAS. T. YERKES,
President North Chicago Street Railroad;
West Chicago Street R.iilroad.
^ ^
R. C. CRAWFORD,
Secretary and Assistant General Manager
West Chicago Street Railroad.
J. WM. HELM,
Secretary and Treasurer North Chicago Street
J. M. ROACH,
Vice-President North Chicago Street Railroad.
F. L. THREEDY,
General Manager North Chicago Street
Railroad.
THE WEST CHICAGO STREET RAILROAD
originated in the West Division Railway
Company, which, in 1861, bought the
franchises and track of the City Railway
on the west side for $200,000, the tracks
at that time consisting of lines on Madison
and Randolph streets to Union Park.
They began at once to push extensions.
Immediately after the fire in '71 the
West Division Railway was run in con-
(^uctlJ^oUwoy-U^Vlcu^
207
nection with the City Railway in order to accommodate
the crowds that were continually moving between the
South and West Sides.
November, 1887, saw the West Division Railway
pass into the hands of the West Chicago Street Railroad ,
or, in other words, into the possession of the Yerkes syn-
dicate. The Washington street tunnel having been secur-
ed, the installation of the cable was begun in 1888. It
was not until the summer of 1890, however, that the
traffic opened under the cable system. There are in oper-
ation at present three power houses. The one operating
the tunnel loop is at the corner of Washington and Jeffer-
son streets, where also are the general offices. Madison
street has one at Rockwell running both the east and
west cables on that street. The Milwaukee avenue power
house is at Tell place.
The road is operated
by the following offi-
cers: C. T. Yerkes,
president; John B. Par-
sons, vice-president and
general manager; R.
C. Crawford, secretary
and assistant general
manager; S. Potis, Jr.,
mechanical engineer;
Geo. E. Newton, treas-
urer; C. Nagl, superin-
tendent. One of the
largest of this com-
pany's enterprises is a
new tunnel under the
Chicago river, near Van
Buren street, nearly completed and costing $1,000,000.
The trackage comprises 28 miles of cable track; 167
miles horse lines; 1,600 cars; 3,000 men employed.
CHICAGO AND SOUTH SIDE RAPID TRANSIT COMPANY.
The year of 1892 saw the inauguration of an entirely
new work in the line of Chicago's rapid transit facilities.
The "Alley L" as it is commonly known was built under
the same legal restrictions and privileges as the steam
railroads, securing its right-of-way by condemnation and
purchase. A previous attempt had been made to secure
rights to build an elevated road on State street but the
scheme was not pleasantly looked upon by property own-
ers and so fell through. Work on the "Alley L" was
begun in 1890 and the opening ceremonies occurred last
May. It ran at first only to Thirty-ninth street. The
structure is now completed through to Jackson park. The
company also proposes extensions to the southwest por-
tion of the city. The president of the company is W. T.
Bernard; vice-president, Arthur Wheeler; secretary and
treasurer, John H. Glade; superintendent, H. R. Belknap;
traffic-manager, A. J. McBlair; chief engineer, R. I.
Sloan. The main offices are at 633 the Rookery.
THK CITY PASSENGER RAILWAY
was incorporated under the name of the Chicago Horse
& Dummy Railway in 1884. In 1885 the use of the
W. T. BERNARD.
F. CAMERON.
Washington street tunnel was given this corporation.
The rights were afterwards leased to the West Chicago
Street Railroad. Cars were first run on the Passenger
Railway in 1S85. For some time past this road has been
leased to the West Chicago Street Railroad. The offic-
ers are Austin J. Doyle, president, and Geo. L. Webb,
secretary.
THE SOUTH CHICAGO CITY RAILWAY
was started some years ago as a horse road with but a
few miles of track. The "bob-tailed" cars bobbed
— — complacently over the
route until the year
1892, when a new
syndicate bought the
road, secured more
franchises and planned
for electric traction.
The final result was
fully described in our
last month's issue. The
^^^^ road was put in opera-
^^^L^ ^^^^^^ tion last month on the
^^g ^^^^^^^^^B The power
^Si ..iJ^^IH^^^^^r ^\&rA and barns
Ewing avenue, just
south of the Calumet
river. The uptown
offices are at 208 First National Bank building. The
official corps consists of president, D. F. Cameron; vice-
president and general manager, J. R- Chapman; secre-
tary and treasurer, O. S. Ga.ther; electrical engineer. J.
F. Esterbrook.
THE CICERO AND PROVISO STREET RAILWAY
is now a fittle over two years of age. It was organized
by a few enterprising citizens of Oak Park and vcimty
who were interested in
securing better trans-
portation facilities for
their district. The road
at present consists of
two lines, one on Lake
street to the DesPlaines
river, and the other on
Madison street and Har-
lem avenue to the river.
Both of these connect
with the Madison street
cable line at West For-
tieth street. The coun-
try traversed is one of
the oldest and most
pleasant suburban dis-
tricts in the neighbor-
hood of Chicago, and although there are two steam roads
with which to divide the traffic the electric is domg a
thriving business. Extensions beyond the DesPlaines
river are contemplated. The power house is near Ridge-
I'HILLIPS.
208
^ticd/l?^aiWa)'l;f^ylevV'
land avenue on the Lake street line. The present
officers are president, T. P. Phillips; vice-president, T.
A. Snow ; secretary', F. E. Ballard ; treasurer and gen-
eral manager, Hiram Coombs. Men employed, 200;
miles track, 22; number of cars, 51.
THE CALUMET ELECTRIC RAILWAY
was inaugurated on a small scale about two and a half
years ago. Cars were first run between South Chicago
and Burnside on Ninety-third street. In the early part
of 1892 W. V. Jacobs secured a controlling interest and
an extensive system of reconstruction and extension was
begun. All of the old road was relaid and the new lines put
in according to approved methods. The country through
which it runs strongly resembles a swamp at some sea-
sons, and this was especially so before it was drained.
Many car loads of ballast disappeared in the mire before
a road bed could be secured. Visitors will notice that
the poles along the Cottage Grove avenue Hue are pro-
tected with "breakwaters" to prevent their loosening.
This road has in its short career had several exciting
experiences. One was on the occasion of the granting of
franchises on East Seventy-fifth street to two companies,
when the Calumet built a mile track in a day. A strike
during the dedication ceremonies last fall caused some
inconvenience, but through the pluck of the officers, who
with the assistance of what men they could pick up, oper-
ated the road for a time — the strikers were left in the same
position in which they intended to leave the company.
The growth of business and opening up of new lines
brought about the erection of a fine new power house,
now nearlj' completed, at Burnside, or more exactly, at the
corner of Drexel avenue and Ninety-third street. The
old power house is at Stony Island avenue and Ninety-
third. Forty-five miles of double track will soon be in
operation. The officers are: President, W. V. Jacobs;
vice-president, J as. Carey Evans; secretary and treasurer,
A. J. Whipple. General offices are at 607 Tacoma
building, corner Madison and LaSalle streets.
THE METROPOLITAN WEST SIDE ELEVATED RAILRO.\D
COMPANY
is at present at work securing its right-of-way. From
Halsted street to West Forty-eighth street a majority is
already secured. From Halsted street to the rirer, work
has not actively begun. Fifth avenue is the proposed
eastern terminus, though as yet the route in the heart of
the city is not determined on. Much of the matter pub-
lished in the newspapers regarding this road is entirely
without foundation. From the rapid rate at which the
legal proceedings are going on it would seem that the
road would be completed before many months. The
officers are, John Worthy, president; Geo. Higginson, Jr.,
secretary and treasurer. Offices are at 13 13 Monadnock
Block.
THE LAKE STREET ELEVATED RAILWAY
town terminus. Many plans have been proposed and
there has been talk of a common terminus for all the ele-
vated roads, but as yet nothing has materialized. The
company's headquarters are at 26 Marine Building.
THE WE.ST AND SOUTH TOWN STREET RAILWAY
has been in existence for some months and has laid several
miles of track on West Twenty-second street. It is at
work securing more franchises but no definite steps have
been taken to put the lines in operation. Electricity will
probably be used.
STREET RAILWAY SUPPLIES IN CHICAGO.
was organized in 1888. About two miles of track have
been built west of the river on Lake street. The greatest
difficulty this road has met is the securing of a down
AS in everything else, Chicago is the greatest distrib-
uting point of street railway supplies. Many of the
lines are manufactured in this city and their fame has
not only extended to all parts of the land, but are known
wherever street railways are in use. In addition to such
supplies, a large number of manufacturers in other cities
find it essential to maintain a branch office here. And
this number is rapidly increasing. Any and everything
necessary to an entire construction and equipment may
be purchased here. It is the Mecca to which the rail-
way manager in all the great west turns his face and to
which he journeys when in search of the latest and
best. Hardly a street railway in the land but is using
some material or device bought in the " windy city."
In view of the fact that fully nine out of every ten rail-
way officers will visit us this summer it is eminently fitting
to enumerate the street railway supply dealers of Chi-
cago, and as many visitors will personally meet not a few
of the dealers for the first time, we take occasion to thus
earl}' offer an introduction even though it be somewhat at
a long range.
On behalf of the supplymen of Chicago we can bespeak
a most hearty and cordial welcome to all the visiting
brethren, and assure the latter that while "it is no trouble
to show goods," they need not hesitate to call for fear of
being importuned to buy, as not one of them but will
extend a warm personal welcome, on personal grounds
only. This extreme modesty of Chicago selling agents
is well known, and it was only bj- the purchase outright
of nearly all the leading photographic studios in the city
we were able to present our readers with the portraits on
the following pages. We, however, challenge any line
of business to furnish an equal number of as honorable,
enterprising, progressive, and good looking representa-
tives as ours.
SARGENT & LUNDY,
on the fourteenth floor of the great Monadnock, are gen-
eral railway planners, equippers and builders. The}' also
sell Mclntosh-Seymour engines.
Their building operations may be seen in any western
state within a day's journey of Chicago, and Mclntosh-
Seymour engines in Cook county are as thick as post-
office applicants.
^lA^i?(aUwiiy9^eviev/
209
C. F. ORR & COMPANY,
the leading manufacturers of uniforms in the west, are at
126 La Salle street. Their exhibit will meet the visitor
at every turn, for the street car uniforms of all the lines
in Chicago, as well as
the police, fire depart-
ments, telegraph and
district messenger com-
panies may be traced
to their manufacture,
while bands and uni-
formed societies also
come in for their share.
This firm probably
stands in the lead of any
in the country in the
amount of business done
and the care taken, as
every uniform garment
is cut from actual meas-
ure, and none are al-
C. F. ORR.
lowed to go out until
after passing a most careful inspection. Mr. Orr will be
glad to welcome the visiting street railway men at his
general office, 126 La Salle, which is in the heart of
the city and easily accessible.
THE EDDY ELECTRIC MANUFACTURING COMPANY
will be glad to receive visitors at their pleasant offices in
the Mpnadnock building, numbered 1417 and 1418.
Here, the Kohler Brothers and their efficient assistants
preside over the western destinies of this well known
motor and dynamo business, controlling nearly all the
western and northwestern business. They have numer-
ous sub agencies and manage a large per cent of the total
output of the Eddy factories.
The two brothers in
charge are young in
years but old in deeds
of light and power. G.
A. Kohler, the first of
the firm, began his busi-
ness experience in Chi-
cago and with the North
Chicago Railway Com-
pany. Afterwards he
became connected
prominently with sev-
eral other large con-
cerns but turned to the
inviting electrical field
in April, 1890. In June,
1891, the firm became
K, , „ , . G. A. KOHLER.
ohler brothers &
Green, but in 1892 Thos. G. Green retired, leaving
the firm name Kohler Brothers, who assumed the western
agency of the Eddy Qompany. The business of the
parent company as well as of the branch has steadily in-
F W. KOHLER.
creased so that where the Eddy motor was not known
one-third of the horse-power is now Eddy.
Franklin W. Kohler began his business career in Phil-
adelphia, following his brother to Chicago later and
finally engaging in the same business. Both gentlemen
are genial and cordial in all business relations.
At the World's Fair
a large exhibit will be
placed in the Electrical
building, besides 1,000,-
•IK ^H^^^B horse- power in Ma-
chinery Hall. The Eddy
specialties command
high prices but are first
class work in the va-
ous lines of lighting
and electric power.
THE B. F. CUMMINS
COMPANY
manufactures hand per-
forating stamps exclu-
sively. The principal
product, the Chicago
check perforator is too well known both as to the ad-
vantages of its use and the perfection of its action to
require introduction. Besides this, all sorts of perfora-
ting stamps for office use are manufactured by the com-
pany. A large number of the street railway men of the
country have recognized their merits by purchase.
The business is almost entirel}' wholesale and a large
and growing export trade is reported. The Chicago &
Northwestern Railway, the Penns3lvania lines, west of
Pittsburg, and the Chicago & Great Western lines use a
Cumming's patent dat-
ing perforator for the
dating and limitating of
all their tickets.
The factory facilities
have been largely in-
creased during the past
year.
The officers of the
company are: B. F.
Cummins, president,
and E. W. McClellan,
general manager.
THE CAR TRUCK SUP-
1>UY COMPANY
W. S. BURLING.
has its home at 1007
Monadnock block, and
the pleasant office is presided over by W. S. Burling,
whose good natured presence is known to nearly every
street railway man in the west. The company was organ-
ized three-and-a-half years ago, when the street railway
field was much smaller, and has grown with the strength
of its clientele until now its specialties are found from
the Atlantic to the Pacific, and from Canada to the
210
(^)iJwdfj{aAi^u^^^^
gulf. Their greatest interest to the visiting street rail-
way man are the Hubbard anti-friction side bearings, for
steam and street railway use, and the famous Schuttler
Ratchet Track Drill. Both these devices have been
great successes, and the late sales of the drill have been
phenomenalljf large. The visitor at Jackson Park may
see their exhibit in the Manufacturer's building, and in the
Transportation, in connection with other displays.
GEO. CUTTER,
325 Rookery, is familiar to every user of street railway
goods. Mr. Cutter is a thoroughly experienced elec-
trician, with an expe-
rience as long as the
tails on the imps which
decorate his lamp ads.
He began his career
in the telephone busi-
ness. When Elihu
Thomson started his
factory Mr. Cutter join-
1^ ed the electric light
force and won fame in
the installation of the
American lamp at the
Crystal Palace E.xhibi-
tion, London. After six
years of travel in Eu-
rope, Mr. Cutter re-
turned to America, and
became interested in repair and engineering work until
1889, when he became a maker of electric specialties.
He has added to his at first small business until the
list of his specialties makes a 100-page catalogue. As
agent for the Simplex wire he has made a fine record,
and miles upon miles
of Simplex have been
placed by the " man in
the Rookery," where
he will be glad to receive
all his friends.
Mr. Cutter also finds
time amid all these cares
to take active part in
the meetings of the
Electric Light Associa-
tion, the Chicago Elec-
tric Club, and the
American Institute of
Electrical Engineers,
and to write valuable
articles for the various
electrical papers.
GEO. CUTTER.
C. J. STROMJIERG AND J. ALLEN.
STROMBERG, ALLEN & COMPANY,
railroad and commercial printers, have their retail office
^' 337"339 Dearborn street, where they will be glad to
meet their friends during the summer. They make a
specialty of engraving and printing for street railways.
including tickets, ticket cases, conductors' punches, and
general light railroad supplies. In the time that they
have been in business they have built up an enviable
reputation for themselves and, in fact, the name of Strom-
berg, Allen & Company is known the railway world over.
CHAS. A. SCHIEREN & CO.,
with an office and store room at 46 South Canal street,
sell belts, as all of our readers know. The home office,
at 47 Ferry street. New York, does the making and
sells the eastern trade, while the western branch, under
charge of Ernest Burrell, takes care of the west in gen-
eral. The western branch was put in operation in Ma}-,
1888. At this time the Schieren belts were not in as
extensive use as at present, but had their portion of the
trade. In one year, however, the sales were tripled, and
in 1S92 six times more Schieren belting was in the use
of western power makers.
Rearing up by the door of this well-belted establish-
ment the visitor may see a 72-inch perforated and the
smiling countenance of a long-horned steer, which latter
has probably given his
cutaneous integum e n t
to provide the former.
Visitors are always wel-
come here to inspect
the stock or talk belts
and business.
In Chicago, Schieren
belts may be seen at the
South Chicago City
Railway power house,
where three 26- inch
doubles drive the dyna-
mos; at Maxwell's big
box factory is lOO feet
of 46-inch, and W. W.
Kimball makes pianos
with a 42-inch Schieren.
At the Fair grounds power plant a 7 2 -inch double belt,
113 feet long and weighing 2,500 pounds, will be driven
from a Mcintosh -Seymour engine to a 1,000- horse-
power Westinghouse generator. Another big belt
elsewhere described will also be a feature. A display
of belting stock at the Machinery Hall, and a Grecian
temple in the Electricity building, will complete the dis-
play. The latter will be roofed with link belting. Men
will be in attendance at all displays to do the Schieren
honors to visitors.
.N. W. HARRIS COMPANY, BANKERS,
are located at 163 and 165 Dearborn street, Chicago, at
15 Wall street, New York, and 70 State street, Boston.
This house has for years been one of the heaviest buyers
of municipal bonds in the country, and during the past
five years has handled in large amounts strong issues of
bonds on corporations operating under municipal fran-
chises. This firm does not do a brokerage business, but
confines itself to the purchase outright of total issues with
its own funds. Messrs. Harris Company have lately
ERNEST BURRELL.
(^M^ict J\ailw^li^yicW'
211
made a specialty of handling well secured street railway
bonds, and are peculiarly well organized for the conduct-
ing of such business. The firm employes, besides a con-
sulting »ngineer of high
repute, a practical street
railway man, who was
formerly manager of
one of the largest street
railway systems in the
United States; their fa-
cilities for the prompt
and intelligent investiga-
tion of street railway
securities are therefore
the best. Although no
exhibit of their business
can be made, the}- will
be pleased to receive
business calls at their
tine offices and explain
their methods.
HARRY BISHOI'.
THE MASSACHUSETTS CHEAHCAL COMPANY,
of Boston, one of the new and pushing firms in the
electrical field, is represented in Chicago by Harry
Bishop, whose appointment as general western agent dates
from January ist of the present year.
Mr. Bishop is ably carrying out the policy of this
enterprising concern, and the fame of their insulating com-
pound is fast spreading throughout the west. It is being
adopted by nearly all of the electric street railways, light
and power stations and the electrical fraternity generally.
Though this company has had its plant in full operation
only since July, 1S92, it has been obliged to increase
its capacity four times, and the rapidity with which
its trade is increasing will necessitate the erection of
a much more extensive plant in the near future,
the present time under dis-
vhich
at
plans for
cussion.
The Chicago office
is still young, but Mr.
Bishop will be pleased
to receive all visitors
and apply insullac where
necessary.
Their New York
branch is under the
management of Col. J.
Frank Dillont, formerly
business manager of the
Electrical World. They
also have branches in
Portland, Cincinnati and
Philadelphia, all of
which branches spread
the fame of insullac.
Mr. Bishop, personally, is a pleasant man to meet, and
will cheerfully explain all the many uses of this excellent
specialty.
H. CARRY.
NUTTALL RAILWAY SUPPLY COMPANY HARRISON
& CAREY
are two hustling young men, who may be found at any
and all times at 801 and 802 Monadnock building.
Their company was organized in October, 1S92, and
made the general western selling agency for R. D.
Nuttall Company, of Allegheny, Pa.
The resident members of the company are E. H.
Harrison, treasurer, and P. H. Carey, vice president.
Mr. Harrison was, at one time, auditor of the Edison
General Electric Company-, of Chicago, and more
recently secretary and treasurer of the H. Ward Leonard
Company, of New York. Mr. Carey's experience in
electric railway matters was gained in the earlier days,
with the Edison Sprague interests in the west, and later
in construction engineering with J. G. White & Company,
of New York.
Originally intended as the western agency for the R.
D. Nuttall Company, of Allegheny, the business of the
new company has rapidly expanded, and among its num-
erous attractive special-
ties maybe found almost __ ^T*.\
every repair part, appli-
ance or device required
by an electric street W99 "■^r^ '•'
railway. <(_
The motor repair .^y.;.
parts, such as commu- MMt
tators, bearings, gears,
pinions and armatures,
manufactured by the R. ^^^^^^^^^k»^ i
D. Nuttall Company, ^^^^HIKv ^.>^ /
and the Nuttall trolley,
have won an enviable
reputation and are too
well known to require
more than passing men-
tion.
These gentlemen have recently been appointed sole
western agents for the McCallen solid sheet mica over-
head insulators, also the Mark Railway Equipment Com-
pany, Cleveland. Their attractive new catalogue has
just been issued and they anticipate an immense demand
for these most excellent appliances.
This company is always on the qui vive for improve-
ments and specialties, and inventors will do well to cor-
respond with them. The young men fully appreciate a
good advertising medium as will be seen on the back
cover of this number of the Review.
These gentlemen will be pleased to see all old and new
friends at any time during the Columbian or any other
year, and will tell them about goods and prices, or will
talk religion, politics, or horses with equal facility and
intelligence.
Messrs. Harrison & Carey's many friends in all parts of
the country will be pleased to know of the success at-
tending this young firm, which is making its way into the
fast growing field of electric traction.
E. H. HARRISON.
212
(^meetj\cuIw^j^A/icu^
WM. H. SMITH.
WM. H. SMITH & COMPANY
at 63 South Canal street, are the agents for the Abend-
roth & Root boilers, of 28 Cliff street, New York.
The firm handles all the large western business of the
Abendrgth & Root people, but can sell wherever the
opportunity offers. A flourishing business has been
done in this vicinity and
the World's Fair visi-
tors may see a fine
specimen of the Root
boiler at the big power
plant in Machinery Hall
annex. Smith & Com-
pany also are handlers
of the spiral riveted pip-
ing made by Abendroth
& Root, and will make
a fine display of this
specialty also.
Mr. Smith personally
has a thorough knowl-
edge of practical work
and is a pleasant man
to meet withal. He is
the inventor of the Ajax feed water purifier, which he
will soon put on the market. Lack of time and facilities
have delayed the extensive manufacture of the Ajax, but
a number are in very satisfactory operation and with the
aggressive pushing of the enterprise the Ajax will take
its proper place in the world. Mr. Smith has been with
Abendroth & Root since 1885 and in Chicago since 1886,
and enjoys a large and pleasant acquaintance among
power users.
C. & G. COOl'KR & COMPANY
of Mt. Vernon, Ohio, have as their Chicago agent J. M.
Hayes. In the two years of his agency for this company
fortune has smiled upon
him in the wa}^ of a
very successful business,
the results showing the
number of engines in
operation in Chicago
and vicinity well up
toward one hundred.
Rock ford, Illinois,
alone, has installed sev-
enteen in the two years.
These are figures rarely
equaled. The greatest
difficulty has been to
build engines fast
enough to supply the
demand, but with en-
larged capacity they
hope to do better in the future. Mr. Hayes has his
office at 237 La Salle street, where he will talk Cooper
engines at 750 r. p. m.
J. M. HAYES.
THE M. C. BULLOCK MANUF,\CTURING COMPANY
has branch offices and agencies in all parts of the world,
but the parent industry occupies the immense brick
building at 11 70 Lake street, Chicago.
Here from 150 to 200 machinists, and an army of
draughtsmen, pattern makers, foundry men, boiler
makers, and other helpers, plan, make, and put together
the products of their skill.
The main offices of the company are here and
M. C. Bullock, the president of the company, here
receives his business visitors. The other officers of the
company are: George Woodland, treasurer; J. S. Lane,
general superintendent; N. B. Place, superintendent.
By the recent death of O. H. Blanke, secretary, this
office is 3'et vacant.
In addition to a large list of noted mining machinery,
the company manufactures for electric and manufactur-
ing purposes the Bullock-Corliss engine, Sweet's straight
Hne engine, Willans & Robinson's central valve engine,
and the Brotherhood
three cylinder high
speed engines. The
latter is applicable for
cramped space where
large power is neces-
sary. The Willans en-
gine is a famous
English machine and
for direct couphng to
dynamos is largely used
both in Great Britain
and on the continent.
The Brotherhood en-
gine is largely used on
European war ships and
on the merchant ma-
rine.
In Chicago and vicinity the Pullman Palace Car
Company, the City of Chicago, the Cicero Gas Water
& Electric Light plant, Griffin Car Wheel & Foundry
Company, the Produce Cold Storage Company, and
many others use the Bullock-Corliss, while numbers
of others tie to the tandem compound and cross compound
condensers. Our readers will remember the illustration
of the Racine plant in the February issue of the Street
Rau^way Review, in which the Bullock-Corliss is more
extensively noted.
The World's Fair exhibit will be a Willans central
valve high speed, a Brotherhood engine and mining
machinery.
Personally the firm is a strong one. Mr. Bullock has
an intimate practical knowledge of the busmess.
THE PHOENIX IRON WORKS,
of which D. W. Davis is western manager, has a branch
office at 418 Chamber of Commerce building. Mr, Davis
had an extensive theoretical and practical experience in
the engine and machinery line before locating here, and
was connected with a prominent engine concern in the
C. BULLOCK.
(^ticd^lf(aUM^5^ym/
213
east for a number of years, and passed through all depart-
ments, being very successful in all, which eminently quali-
fies him for the position he holds. He is a member of
the American Society of Mechanical Engineers, and has
an extensive acquaintance. Mr. Davis has exclusive con-
trol for the sale of the Dick & Church engines, boilers,
heaters, etc., for the states Illinois, Indiana, Michigan,
Wisconsin, Iowa and Missouri. The works of this com-
pany are located at Meadville, Fa., having ample facihties
for turning out a large product in high class automatic
engines, boilers and heaters. The former including single
cylinder, compound and triple expansion, especially
designed for driving electric machinerj^ street car gener-
ators, and manufacturing purposes generally. This com-
pany has installed within a recent date quite a number of
plants in Chicago, among which we would mention :
Wolf's Clothing House, Halsted and Madison streets;
Hannah & Hogg, 83 East Madison street; Gault House;
Tobey Furniture Company; General Electric Companj-,
and The Fair. The
last named plant being
composed of three 200-
horse-power compound
non - condensing en-
gines.
This company will
have a very attractive
exhibit of high speed
engines at the World's
Fair, consisting of one
250-horse-power single
cylinder, one 250-
horse-power compound
condensing and one
500-horse-power triple
expansion condensing.
This comany has just
issued a neat catalogue, nicely illustrated, and giving
sizes of all classes of engines, which they will be glad to
mail to anyone interested in steam engineering.
THE ANSONIA ELECTRIC COMPANY
began business ten years ago m a little office on the
second floor of 175 Lake street. The expansion of the
business is' very aptly typified in the habitation of to-day,
as compared with that of a decade past, and in lieu of a
portrait of any of the officers of the company we present
the building as it now stands on the corner of Randolph
street and Michigan avenue. Here may be found Man-
ager F. S. Terry with his army of assistants, and also an
immense store of supplies of which electric railway
material is no small part. Among the articles which the
Ansonia Electric Company manufacture themselves, per-
haps Shield brand moisture proof line wire is the most
prominent. The Wirt volt and ampere indicators, Wirt
electricity meter and Wirt's dynamo brush are others of
the leading specialties and to these we can add a line of
street railway devices, the design and invention of M. M.
Wood. For Habirshaw pure rubber covered wire, Slan-
It. W. IJAV
ley transformers, Crocker- Wheeler motors, and the Helios
arc lamp for alternating currents they are the general wes-
tern agents, as also for Albert & J. M. Anderson's special-
ties. Until quite recently the business has been conducted
SUPPLY pg
ANSUNIA ELECTRIC COMPANY
under the trade name of the Electrical Supply Companj',
but for various reasons that have already been made pub-
lic, it was considered wise to change the name to the
Ansonia Electric Company. Under this name it will be
known in the future. It has been the aim of this com-
pany to manufacture or become in any way identified with
only the highest grades of electrical merchandise. This
well known polic)' has attracted to them many of the lead-
ing articles in daily demand by the electrical trade and
central stations.
THE BUCKEYE ENGINE COMPANY
of Salem, Ohio, is represented in Chicago by N. W.
Robinson, at Room 60, 97 Washington street. As is
well known, this com-
pany was one of the ^
earliest in the field of
high speed automatic
cut-off engine building,
and they have steadily
increased the number of
designs turned out, until
their present catalogue
shows no less than seven
different styles of com-
pound engines, to say
nothing of the simple
engines which have
already made for them-
selves an hon o r a b 1 e
reputation. In electric
light work they are
very extensively and favorably known, and electric
railway circles are daily becoming more familiar with
them. At the World's Fair there will be six in operation
KOBlNS<JN.
I
214
(^lyi€£tl?^aiWay9\eA^^
M. TRACY.
in different parts of machinery hall. This display con-
sists of five engines of from loo to 27i5-horse power of
various types and a 1,000-horse-power girder bed, cross,
triple expansion. The latter will attract much attention.
THE STANWOOD M ANUFACTURINc; COMPANY
has enjoyed phenominal prosperitj-, but no more than has
been deserved both from the merit of the step they manu-
facture and the care
taken to please buyers.
Mr. Stanwood, the in-
ventor, has made a
most thorough and
pains-taking study of
tiie various needs of
street railways in the
matter of proper car
steps, and has by fre-
quent improve m e n t s
brought the Stanwood
step to that degree
of perfection where
further improv e m e n t
seems impossible. He
will have his step on a
large number of cars
on the city lines, and within the grounds, and have a fine
display at the factory at Clark and Seventeenth streets,
where the general office is also. F. A. Stanwood, presi-
dent; W. T. Smith, vice-president, and secretary and
treasurer, L. M. Tracy, are the officers. The company
was organized in 1889, and is now turning out 100 steps
daily. This step is in use on nearly 500 street railways.
THE GOUBERT FEED WATER HEATER
has as its western agent William W. Nugent, who can
be found at his office
823 Home Insurance
Building. Mr. Nugent
is a practical mechanical
engineer and is there-
fore specially fitted to
sell and install the Gou-
bert heaters. Although
the Chicago agency
only dates back as far as
January i, 1891, this
heater has been adopt-
ed in a number of
places in Chicago and
immediate vicinity,
which is the territory
covered by the agency
of Mr. Nugent.
THE GKIKI'IN WHEEI, A: FOUNDRY COMPANY
have one of the most interesting plants in the country, and
their wheels are known throughout the land. Their gen-
eral offices are in the Phoenix building, where President
Griffin and Secretary Wellington will be glad to welcome
visitors.
\V. W. NUGENT.
RICE MACHINE COMPANY'.S FACTORY.
THE RICE MACHINERY COMPANY
offices at 168 South Clinton street, are presided over
by Manager M. W. Mix, who is also treasurer of the
company. The Rice
offices have been estab-
lished in Chicago four
years. For some time
the Rice Company has
had control of the sales
of the Dodge Manu-
facturing Company, of
Mishawaka, Ind., whose
transmission specialties
are so well known to
all the street railways
men of the country. The Rice Machinery Company,
moreover, makes a specialty of contracting for steam
plants complete with special referenec to electric light
and power stations. Among their plants in Chicago and
vicinity may be mentioned the Grant Locomotive Works,
the Times building, and the Oshkosh, Wis., Light &
Power Company's plant, which is one of the finest equip-
ped in the country; using the Dodge split friction clutch,
wood rim, iron center pulleys and, in fact, a complete
line of the Dodge specialties.
The Rice Company's display at the World's Fair
includes the entire shafting and equipment for Machinery
Hall, Machinery Annex, and the Agricultural Building,
making m all about 12,000 feet of shafting, varying from
three inches to 6^4 inches in diameter. This shafting
has all the improvements of the Dodge appliances and
will make an elegant display. A line shaft for the Bass en-
gines is included in the display. Mr. Mix has every rea-
son to be proud of the work done by his company and vis-
itors will be heartily received at the offices on the grounds.
THE INDIAN.XPOLIS FROG & SWITCH COMPANY
resides in Indianapolis, but J. W. Clark, 46S Rookery,
Chicago, attends the city and nearby trade. The com-
pany has a fine exhibit
of its best and latest
construction on the
Wabash line of the Chi-
cago City Railway
Company and on sev-
eral steam lines.
The parent concern
employs 200 men in
their big shops at In-
dianapolis. The build-
ing floor space occupied
measures 800 by 60
feet, together with am-
ple yard facilities, and
railroad tracks, frogs,
crossings, switches, and
all sorts of special street
railway work receives prompt attention
workmanship and quick delivery.
J. W. CI.AKK.
the best of
(joluctj\ailWay"9^yic\/
21;
THE SHULTZ BELTING COMPANY
belts the world with a large export and domestic trade.
A. Binz, secretary of the Curtis Manufacturing Com-
pany, 60 to 66 West Monroe street, however, belts Chi-
cago. The Shultz goods are well known through the
West as well as the East, and their export trade is
increasing constantly. "We do a large business in the
sawmill trade," said Mr. Binz, "as well as in the street
railway and electric light field. Mr. Ferguson has just
captured an order for two 30-inch belts for the Southern
Electric Railway Company, at St. Louis. One other
nice order comes from Denver for four 60-inch belts. A
good stock is kept at the Curtis Company's store, and
visitors are always welcome.
WESTERN BANK NOTE CO^SIPANY.
This is an institution of which Chicago and the west
ought to be proud. It was organized in 1864, J. Young
Scammon being the first president. The other incor-
porators were men prominent in Chicago at that time.
The only man on the first board of directors still con-
nected with the company being Clarence C. Chenej-, now
the president. The company has had to fight alone the
competition of the old established eastern houses on one
hand and its western contemporaries doing lower grade
work on the other, but it has come out victorious in the
end, and its work is now acknowledged as equal to that
of any concern in the world, while it is the only company
in the west doing the highest class of steel engraving.
They occupy their own splendid lo-story office building
at the corner of Madison street and Michigan avenue.
Here all their work is done and the engravers' rooms are
supplied with all modern safeguards to prevent the dupli-
cating of bonds and notes. They make a specialty of
fine engraving for the use of railways. The officers are
C. C. Chene}-, president ;C. A. Chapman, vice-president;
C. Heineman, secretary; W. L. Gould, treasurer.
C. E. LOSS Ai CO.,
general contractors, of 62 1 Pullman building, began work
about four years ago.
Since that time they
have made a specialty
of the construction of
electric railways. That
they have done this
work well, the construc-
tion of the roads at
Adrian, Michigan ; Kan-
kakee, Illinois; Ham-
mond, Indiana; and
other places will testify.
Mr. Loss was the builder
and originator of what
is now known as the
Hammond Electric road
of this city, but first
known as the South
End. The firm has a number of electric roads now under
construction.
THE CUSHION CAR WHEEL COMPANY
although before the public for only two years have made
a splendid success in their wheel service on both steam
and street railways.
This company has ex-
tensive works at Ft.
Wayne, but the Chi-
cago office is head
quarters for a large teri-
tory. P. F. Leach,
the vice-president, oc-
cupies Club room No.
9 on the first floor of
the Grand Pacific hotel,
and here one is almost
sure to meet visiting
railwaj' men when in
the city. Mr. Leach
will be glad to receive
his street railway
P F. LEACH. f . , , .
rriends when m attend-
ance on the Fair, as indeed, at any and all times.
Their exhibit of new and old wheels, both steam and
street car, in K. North, Pillar i. Transportation building,
will be interesting.
THE STIRLING COMPANY,
of Chicago, was organized August 25, 1889, having pur-
chased the patents and business of the International Boiler
Company, Limited, of New York. In the short time
since then the Stirling water tube boiler has become as
familiar as if its reputation was many years older, and
not a little of its increas-
ing use is due to the
■extensive patronage of
many of the largest
street railway plants.
The factories of the
company are at Barber-
ton, Ohio, a suburb of
Akron, named in honor
of O. C. Barber, the
president of the com-
pany. The factories
have a capacity of 400-
horse-power of boilers
per day, and are equip-
ped with the most im-
proved hydraulic and
1 -' _ S. K. GREGG.
pneumatic machinery.
The railway facilities of the place are also first class.
The other officers of the company are J. K. Robinson,
vice-president, Thomas Deegan, secretary, and C. W.
Crankshaw, treasurer, with S. K. Gregg as general
western agent, with offices at 612 Pullman building.
Their exhibit will be found with the other boilers in con-
nection with the power plant at the Fair, previously
mentioned in the Street Railway Revie\v.
216
(^ii£d.li\ailM2iy'9^Vlc\v^
THE q. & C. COMPANY
has offices in the Phcenix building, where the virtues of
the Bryant rail saw are cheerfully explained to all enquir-
ers. A little over a year ago the Bryant saw was put on
the market, but to-day few street railway lines are unac-
quainted with the virtues of their valuable appliances.
The sale has been phenomenal.
BABCOCK & WILCOX.
There are few steam users in the city who cannot re-
member the time when water tube boilers were looked
upon as the phantoms of an inventor's brain, rather than
an every-day necessity of commerce and trade.
Thirteen years ago, however, when G. E. Palmer,
against the advice of his friends, took the agencj- of the
Babcock & Wilcox water tube boilers, these facts were
very evident. Then Babcock & Wilcox had but 200,000
horse-power in operation, while now 2,000,000 horse-
power is said to be generated by this pioneer boiler.
" Yes." said Mr. Palmer, " thirteen years ago it was like
pulling teeth to get steam users to believe in water tube
boilers, I have worked as long as two years with one
man before convincing him that the water tube was
superior to the old shell. Now our yearly output is
greater than the then entire horse-power. My best
friends told me that the
water tube boilers
would wreck my repu-
tation as an engineer,
but it has survived, I
guess," and here Mr.
Palmer tore open a tel-
egram from the Cincin-
nati Consolidated, clos-
ing a contract for 1,800
horse-power, a fifth
order from the same
^^/'^ company.
M r . Palmer's terri-
:-^_Kr tory extends west- from
central Ohio, south, in-
cluding Kentucky and
G. E. PALMF.R. rt\ 11 i
1 ennessee, all the west
and northwest to the mountains, with agencies at St.
Louis, Cincinnati, Kansas City and Denver.
"In Chicago and vicinity there is a total of 50,000
horse-power in operation," continued Mr. Palmer, "among
the largest of which are the Chicago Sugar Refinery
5,000; Washburn-Moen, 5,000; Baker Brothers and the
Western Electric Company. At the World's Fair two
plants in the main power house and one in the Intramural
power house may be seen. They were both illustrated
in your magazine. All of them will be oil heated, but
arranged for coal supply on fifteen minute's notice. Our
office will be glad to receive visitors at 45 South Jefferson
street."
IIAI.E & KIl.BURN,
the extensive car seat manufacturers of Philadelphia,
have an immense western trade with offices in the
WM. TAYLOR.
Phoenix building in charge of Mr. Canman, who will be
pleased to receive visits from all visiting railway men.
His offices contain a large assortment of sample seats of
all kinds where the tired sight-seer may select a choice
resting place for his weary limbs.
TAYLOR, GOODHUE & AMES.
Taylor, Goodhue & Ames, although the youngest of
Chicago's electrical supply houses, have made an enviable
reputation for them-
selves among electrical
people throughout the
countr}'. Their house
started on the first of
October, 1892, in office
827 Monadnock block
Chicago, and at once
commenced a vigorous
campaign in all parts of
the United States.
Their efforts have been
recognized in the most
gratifying manner, and
it is due to this fact and
that their present quar-
ters are not suitable for
the proper transaction
of their business that they have found it necessary to
move into more commodious quarters. On May ist,
Taylor, Goodhue & Ames will move into their new
store at No. 348 Dearborn street, between Van Buren
and Harrison streets, Chicago. Besides being on the
ground floor and directly accessible, they will here
possess a sufficient space for the transaction of their
business for some little time to come. They will also
make a handsome exhibit in the Electricity building,
and will practically conduct two oflices — one at their
exhibit at the Fair
grounds and one in their
down town store, so that
every facility will be af-
forded the visiting elec-
trician for making his
stay in Chicago a pleas-
ant and profitable one,
and also affording the
members of this vigor-
ous com pan}' an oppor-
tunit}' of personally
making the acquaint-
ance of their out of town
correspondents. The
personnel of the com-
pany has suffered but
little change since its or-
ganization. William Taylor, president, and Wells Good-
hue, vice-president, still occupy their positions as at the
time of their organization. H. D. Ames, formerly secre-
tary, resigned his position early in February to accept a
responsible and lucrative position with another supply
WELLS GOODHUE.
^I^ed/ J^oiWay" J^ylcW*
217
house in the city. His official position as secretary
has been taken by A. W. Dee, who has been for the
past five }-ears connected directl}' with electrical interests
in Chicago. They are sole selling agents for the Burton
Electric Company, Richmond, Va., and have very
extended territory for the Wagner Electric Manufactur-
ing Company's products, and the western agency for the
Campbell Electrical Supply Company, of Boston. After
occup3'ing their new quarters, this enterprising house will
make an active bid for all lines of electrical material.
THE CHICAGO STREET CAR AIR BRAKE COMPANY.
Although a veriable infant among the Chicago indus-
tries having started January 15, 1S93, this concern has
good reason to feel that it will not long remain so. It is
a company that has started in response to the demand of
electric roads for a quicker and stronger brake than is on
the old style cars, and as the Christianson air brake seems
to answer this demand the company has every reason to
expect a bright future. It has been tried on cars at
Detroit, Jamestown, N. Y. and Racine, Wis., and a Mil-
to its present proportions at Schnectady and Lynn, with
ramifications in all great centers, and agents everywhere.
The two streams, whose confluence makes the General
Electric, had their western sources in Chicago, beginning
with the establishment of the Edison branch in 1881, and
the founding of the Thomson-Houston Chicago house in
1883. The consolidation of 1892 united these forces and
installed the combination in its present quarters at 173
Adams street.
An idea of the enormous business done in the west by
the General Electric may be gathered from a few facts
related to a Street Railway Review representative
lately. "The letter mail for one day," said the mailing
clerk, ''runs as high as 1,000 pieces, with an average out-
going mail of the same magnitude." Two direct tele-
graph wires, one Postal and one Western Union, are
assisted by direct communication to Boston and New
York, via the recently finished long distance telephone.
Telephone service in the building and to the warehouses
and works is maintained from a central station using
thirty lines. Besides these facilities, a central station
B. E. SUNNY.
THEO. I'. BAILEY.
GEO. K WHEELER.
waukee line has ordered a number. The factory is at 44
South Jefferson street and the offices at 804 and 806 the
Rookery. J. A. Kruse is president, Edward Atfield, sec-
retary and treasurer, L. J. Genett, superintendent of
shops and N. A. Christianson, consulting engineer.
JOHN A. ROEBLING's SONS COMPANY
have one of the largest establishments in the city in their
line, and their western business is managed by Geo. C.
Bailey, who has conducted it so successfully for many
years. Their building is No. 171-173 Lake street, where
an immense stock of every kind of wire and cables may
be seen.
One of the largest of the industries connected with our
trade is the
GENERAL electric COMPANY,
whose western department is managed from Chicago.
It is an interesting study to read the romance of this
great concern, from its small beginning at Lynn, Mass.,
manages a system of speaking tubes for inter office
communication.
The General Electric list of employes aggregates
12,000, exclusive of construction men in service of experts.
This means probably no less than 25,000 persons depen-
dent upon the General Electric "ghost-walk." The
western office carries a force of 243 employes, exclusive
of construction labor..
THE railway DEPARTMENT
was founded in 1888, when it was a serious question
whether electric railways would be successful in paying
dividends. Theo. P. Bailey, of the lighting department,
was put in charge of the department, where he remains
to-day. The department has literally grown from nothing
to its present proportions within the last five years. The
territory controlled by this department comprehends the
great and growing commonwealths of Nebraska, Iowa,
Wisconsin, Michigan, Illinois, Kansas, Miss'ssippi, Indi-
218
(^tied/J\aiWx»^ii^ym/
ana, Oklahoma, Texas and Louisiana. Mr. Bailey has
charge of this department.
Geo. K. Wheeler is another important functionary of
this department. He is an electrical engineer of many
years standing, although still a young man. Under his
direction are six electrical engineers.
There have been sold from this office an aggregate o'
55,076 horse-power in motors and 67,714 horse-power in
generators. This tremendous growth gives a faint idea
of the advance of electrical industry in the west. This
calls for over 2,000 motor cars and 2,100 miles of track.
The World's Fair exhibit is elsewhere noted, but will
include the beautiful and unique intramural road previ-
ously illustrated.
Under Mr. Sunny's magnificent management, and
under Mr. Bailey's careful supervision, the splendid elec-
trical engineering record of the western branch of the
General Electric has become a worthy monument of
modern commerce and young men's enterprise.
THE HAMILTON-CORLISS ENGINE
manufactured by Hooven, Owens & Rentschler, Hamil-
ton, O., is represented by J. J. Sullivan, whose lair is at
45 South Canal Street. Mr. Sullivan is envoy extra-
ordinary and minister plenipotentiary of the H., O. & R.
Company, and sells engines over all the western terri-
tory. He is a practical man and can build an engine as
well as sell one. He was a marine engineer in the
United States navy for many years during and after the
war. Mr. Sullivan is as well known as the engine he
represents, having had his headquarters in Chicago for
seven years and travelling extensively through all the
adjacent territory.
Twenty Hamilton-Corliss engines may be seen on duty
at Swift & Company's big establishment. It is used also
at the Purington & Kimball brick works and at various
other large power plants in Chicago.
THE DETROIT ELECTRICAL WORKS
has a history more brilliant than long. In fact, it was
not until December, 1891, that Louis E. Mej'ers was
made a special agent and adopted Chicago as headquar-
ters and the Rookery as his place of abode. The new
office has, however, a most successful venture and
the sales keeping pace with demand for Detroit goods,
larger quarters soon became imperative, and the Monad-
nock building was chosen for its ne.xt resting place. This
was in April, 1892, and Mr. Meyers was made district
manager in recognition of his successful career. The
Detroit offices now number 917 - 918 -912 -913, with
a competent corps of assistants, electricians and account-
ants. The district controlled by this branch comprehends
the growing country bounded on the East by Pittsburg,
on the South by Cincinnati, on the west by Salt Lake
City, and on the north by Canada.
In this section, in the short time above noted, there have
been installed large plants at Sioux City, Salina, Kas. ; Du-
buque, Iowa ; Racine, Fort Howard and Green Baj', Wis. ;
Omaha, Nebraska, and at Cairo, Kankakee, Chicago
L. E. MYERS,
and other points in Illinois, The Calumet road in Chi-
cago is perhaps the most important of these and will make
a part of the Detroit company's visit at the World's Fair.
This road is equipped
throughout by the De-
troit people and con-
tains some interesting
points.
At the World's Fair
grounds the exhibit will
consist of generators in
Machinery Hall, gener-
ators and motors both
stationary and street
railway in the electrical
building. A general
line of electrical work
will be included, and
competent men will be
on hand to do the hon-
ors. Besides this the
down-town office will make it pleasant for all the friends
of the Detroit.
The home office of the company is, of course, at Detroit,
and the officers are: President, Hon. Hugh McMillan;
vice-president, Louis Warfield; secretary, J. E. Lock wood;
assistant secretary, W. H. Van Husen; treasurer, Thos.
Muir.
RAILWAY EQUIPMENT COMrANV.
The continued prosperity of the above company natur-
ally makes its earlier history very interesting to its
patrons. Some three years ago W. R. Mason and a few
others purchased the
merchandise business of
the Sprague Electric
Equipment Company,
and organized the
Electrical Equi p m e n t
Company, with offices
at II Adams street,
Chicago. Owing to
the practical experience
of those interested,
their acquaintance with
the trade, and to their
judicious decision tci
deal in "electric railway
supplies only," and to
judicious advertising
, . ... J. A, CORUV.
this company, withm a
few months took a very prominent position among
the representative supply houses in the country. After
being in business some two years the name of the com-
pany was changed to the Railway Equipment Company
and commodious offices and store rooms were engaged
in' the Pullman building, one of the best locations in the
city. During the time that the company has been in
business it has furnished equipments for a majority of the
(^l?iid/(^iWay-5^cyleW*
219
electric roads in this country, and it speaks well for the
management that the earliest customers of the house
without exception continue to do the bulk of their business
with the new company.
They carry a verj' large
stock not only of equip-
ment material, but also
of all kinds of supplies
needed for operating
electric roads. It is so
well known that every
\V. R. MASf>N.
thincf in this line can be
had promptly, that a
great many roads e\'en
in the extreme east find
it satisfactory to deal
with this live Chicago
house. Orders are in
most cases filled on the
day received. It has
always been the policy
of the company to furnish, as far possible, the best
class of material obtainable, giving the matter of cheap-
ness a secondary- place. At the same time prices are
as low as consistent with the best material and work-
manship. The type G overhead material brought out
during the last season has had an unprecedented sale
and is being called for throughout the eastern country.
The company was the pioneer in introducing electric
heaters and continue to occupy a prominent position in this
growing industry. The house also represents W. W.
Allen's safety car brake and the Chas. Scott Spring Com-
pany. The officers of the company are Joseph A.
Corby, president; W. R. Mason, vice-president and gen-
eral manager, and C. M. Barclay, secretary and treasurer.
THE m'gUIRE manufacturing COMPANY
came into prominence in steam railway circles about nine
years ago as manufacturers of the celebrated "Star"
grain door, that is said
„_____ to have had the largest
sale of any specialty
that has been invented
for very many years, be-
ing in use on nearly eve-
ry road in America and
Canada, and amount-
ing to a total sale of
about 600,000. About
five years ago the com-
pany went into the
manufacture of street
railway trucks, and
were, therefore, in at
the birth of the electric
railway business, and
are now generally rec-
ognized as one of the largest manufacturers of street
railway trucks in America, and the fact that their entire
works run night and day goes to show that their product
A. MGUIRE.
is appreciated. They give employment to 225 men, and
their factory takes in nearly a complete block, and is
situated a little over a mile from the center of the city
and convenient to all shipping points. The officers of
company are: W. A. McGuire, president and treasurer;
W. J. Cooke, vice-president, and F. Byrne, secretary.
The trucks are in use in every part of this country and
Canada. Their pressed steel truck is well known, the
particular advantages claimed for its use being flexi-
bility, great strength,
and fewness of parts.
The sales agents of this
company are among
the most popular of
America. At the head
is W. J. Cooke, vice-pre
sident of the companj',
the Chesterfield of
American salesmen; J.
A. Hanna, the tireless
traveler, for many years
with the Brill Com-
pany; Moses G. Hub-
bard, the Apollo Belvi-
dere, and the president,
W. A. McGuire, also w. j. cooke.
sometimes takes part in this department. F. E. Ely rep-
resents the company in New York City in the grain door
department. In 1888, this company did truck business
to the amount of $150,000; in 1S92, the trade in this
line was about $500,000, and the sales for the first
three months of 1893 surpasses in amount the trade
of the first six months of 1892. In five years this com-
pany has built four additions to its original plant, and has
now purchased the ground for an addition that will be
equal to one-half of the present plant.
THE HEINE SAFETY TUBE BOILER COMPANY
opened a Chicago office eight years ago. At that time
water tube boilers were at a decided discount and the
Heine was at the same
disadvantage as the
rest. The business has
increased from the be-
ginning however, and
this company has no
cause of complaint on
that score. The first
Heine boiler installed
in Chicago was in Mc
Vicker's theatre build-
ing, the same building
that is now the home of
the agencj', which is lo-
cated in room 26, with
J. H. Harris at the head.
The territory covered
by this agency includes
Minnesota, South Dakota, Michigan, Wiscon.sin and parts
of adjoining states.
J. H. HARRIS.
220
f^tJicctif^adM^lf^vW'
C. C. KEEN.
THE BALL ENGINE COMPANY
have their branch office at 506 the Rookery, with C. C.
Keen in charge. This branch office has been in existence
about a year, Mr. Keen taking charge last August. The
last few months has
shown a tremendous
increase of business
over all previous, the
orders exceeding many
times those received
during any correspond-
ing period formerl}'.
Their exhibit at the Fair
will consist of a 500-
horse- power tandem
compound engine, driv-
ing two Edison dyna-
mos, supplying light for
the electric fountain.
It will be located near
the east end of Machin-
ery Hall. The large
installation of their engines at the Calumet station at
Burnside will also doubtless attract much attention from
visitors.
The Ball exhibit in Chicago is a large one, many
factories throughout Cook county depending upon this
company for the power to make all sorts of merchan-
table products.
Besides this, outside of Chicago's area hundreds of
Ball's are making their daily and nightly rounds of duty
as tireless as the energy of the manufacturers and sales-
men who made and placed them.
E. B. PRESTON & CO.,
one of the oldest and best known manufacturing compa-
nies in Chicago, were established in 1869, and two years
later began manufactur-
inir on their own re-
sponsibility. This was
long before belting was
thought of as an adjunct
of street railway ser-
vice, so that when
mechanical traction be-
gan to be established as
a definite thing, E. B.
Preston & Co. were
early in the field.
Mr. Preston's busi-
ness sagacity and enter-
prise has built up a mag-
nificent business, which
occupies the block on
Fifth avenue, numbered
403 to 417 inclusive, of which 403 is the office and the
remainder is devoted to manufacture and storage. The
location among the great trunk line railway depots gives
the company the best of shipping facihties.
C. E. JENKINS.
Leather belting in all sizes and for all purposes is manu-
factured by the company, and when the Street Rail-
way Review representative went through the shipping
room two 36-inch doubles, twelve 14-inch dynamo belts
and a big 60-inch three-ply main, 1 50 feet long, stood there
awaiting shipment.
Among a number of larger plants belted by E. B. Pres-
ton may be mentioned particularly Siemen & Halske fac-
tory, at the corner of Paulina street and Blue Island
avenue.
E. B. PRESTOW.
An exhibit at the World's Fair grounds and larger dis-
play at the factor}' will be open for all comers. At the
factory the competent general manager, C. E. Jenkins,
will do all in his power to make the visitor welcome. Mr.
Jenkins has been with E. B. Preston & Co. six years, for
the last two as the successful general manager, and well
knows the needs of power users. In addition to the belt-
ing supplies, all kinds of rubber and cotton hose for fire
protection is kept in stock.
THE Williams' engine and clutch work.?
has its chief contracting office and sales-agency at 63
South Canal street, where E. P. Rogers is ever ready to
talk power and transmission. The office has been estab-
lished ^}4 years, and is the successor of the Echpse Clutch
Works of Beloit, Wis., to whose factory specialties and
reputation the present firm is heir. Mr. Rogers has no
definite territory, but goeth where he listeth, and his go-
ings have been remarkably successful. The Williams'
Engine and Clutch Works have on practical exhibition
in Chicago, the entire equipment of the Chicago Light &
Power Company, supplying the engines, clutches, shaft-
ing, and, in fact, the entire steam plant. It has also equip-
(^ic£tj\mUWj^yic\v^
221
E. p. ROGERS
ped the Central Electric Company's plant, at 25 Ply-
mouth Place, and the Dexter and Leiter buildings. The
company is now building the Wheelock-Corliss engines
for the west. Four of
these are now being in-
stalled at the power
house of the Chicago
City Railway plant, at
Fifty-second street and
Wabash avenue. This
compan}' also builds the
Greene engine for the
western market. Mr.
Rogers will be pleased
to receive visitors at
any time and will take
pleasure in explaining
the many advantages
of his specialties.
The home office is
at Beloit, and W. H.
Wheeler is general manager, G. F. Wheeler, traveling
representative.
THE PECKHAM .MOTOR, TRUCK & WHEEL COMPANY
is at home at 213 Phoenix Building. Here P. S. Bemis
makes things interesting for his customers and contem-
poraries. Mr. Bemis is said to be the best looking man
in the trade, with the exception of Payson Andrews.
Mr. Bemis is authority for this statement and he ought
to know. No state boundaries confine Mr. Bemis' ac-
tions but he sells wherever he finds customers, and by
the list lying on his desk this seems to be a successful
method. The list includes 100 more trucks for the
Atlantic avenue road, of Brooklyn, N. Y., making 350
now ordered; 4 for Columbus, Ohio; 6 for Rockford,
111.; 4 for Indianapolis, Ind.; 4 for Peoria, 111., and 6 for
Joliet, 111.
At the World's Fair, four Peckham trucks will be
shown in the Transportation building, free of motors,
with interchangeable wheels. Besides this the Calumet
Electric Railway will have a running exhibit of Peckham
trucks. All visitors will be welcomed at the office or at
the grounds, where a desk and stenographer will be sup-
plied gratis.
THE WASHBURN-MOEN COMPANY
has its western office at 107-109 Lake street, as well as
a western factory at Waukegan, 111. The western rail-
way supplies, such as bond and trolley wire, is presided
over by their Mr. Smith, whose geniality is well known
to many of our readers. There is, besides the western
department, the main eastern office and agencies and
salesmen all over the world. The company v/ill be
pleased to talk wire at any time during, before, or after
the World's Fair.
TItE STANDARD PAINT COMPANY,
of 2 Liberty street. New York, is ably represented by
P. H. Hover, at 543 Rookery. Mr. Hover energetically
p. H. HOVER.
There it can be seen
and enthusiastically represents to the western trade the
many virtues of the P. & B. compounds, comprising P.
& B. preservative coatings, P. & B. armature varnish, P.
& B. insulating paper and P. & B. insulating tape. These
compounds are well known to the electrical world. A
pamphlet containing letters of recommendation and praise
from users and supply-
agents is furnished all
applicants who wish to
investigate the virtues
of the various insulating
compounds. The fac-
tories at Bound Brook.
New Jersey, covering
five acres, are kept busy
all the j^ear furnishing a
suppl}' of these special
ties for a widely ex-
tended and rapidly
widening trade. Mr. "-x •
Hover will be glad to
see his friends at his
offices. At the World's
Fair grounds a large
quantity of the insulation is used,
in actual and satisfactory use by manj- of the practical
electrical displays there to be inspected.
THE STANDARD RAILWAY SUPPLY COMPANY
is nicely situated at 11 17 Monadnock building. Here
Garson Myers, president and general manager, is ready
to explain the virtues of car heating by the Standard
stove, and the particular advantage of '-not cutting the
car seat." The stove is a very handsome piece of furni-
ture, and has been applied to man\' street railways with
success.
The claims of neat-
ness, adaptibility and
economy that are made,
Mr. Myers is prepared
to prove to all visitors.
The Chicago Citj' Rail-
waj' and the North Chi-
cago Railway Company
have used the Standard
during the past winter.
This house also rep-
resents the Pittsburg
Steel Hollow Ware
Company. Visitors at
the World's Fair will
be interested in seeing
this stove in the Trans-
portation building, and
will take pleasure in meeting Mr. Myers at the offices
of the company, where the virtues of Standard stoves
and '• no seat cutting," will be cheerfully explained to any-
desired length or shortness by the officers of this com-
pany.
GARSO.N MYERS,
222
^f\Mjd'V^^jA)^\^^
THE MEAKER MANUFACTURING COMPANY,
of 134 W. Washington street, is one of the best known
of our industries. It was in 1885 that the companj' began
the making of registers, with factories at Waterbury,
Conn., and offices in Chicago. Since that time the fame of
the portable and stationary registers has spread to all
parts of the country and even into foreign lands.
The assembling and testing of registers is done under
Mr. Meaker's personal supervision at the Chicago office,
and we present to our readers a view of the assembling
room and of the packing room whence go registers to all
people.
THE ILLINOIS STEEL COMPANY,
is the result of a rather complicated series of changes and
consolidations. It traces its ancestry back, however, to
Ward's Rolling Mill, established in North Chicago in
1S57, by Captain E. B. Ward, well known as the owner
of a line of steamers then running between here and the
east. Later this mill, which was on the site of the present
"North Works" of the company, became the North Chi-
cago Rolling Mill Company, owning mills also at South
Chicago and Milwaukee. The Illinois Steel Company
was formed in 1889, by the consolidation of the North
Chicago Rolling Mill Company, the Union Steel Com-
FACTORY SCENE IN THE WORKS OF THE MEAKER MANUFACTURING COMP,\NY, CHICAGO.
Associated with President Meaker in the office man-
agement are his two sons, possessing the same tine busi-
ness capacity which characterizes the chief executive of
the company. The other officers are: H. R. Bean,
vice-president; E. L. Brewster, treasurer, and H. L.
Norton, secretary. The offices and factory are opposite
the general offices of the West Chicago Street Railroad,
and visitors to that power house will find it very conven-
ient to inspect the works of the Meaker Manufacturing
Company, where a genuine surprise will be given rail-
way men in viewing the interesting process by which
registers are made and put together. The assembling of
parts is carried on with the same military precision that
is followed in a big watch factory.
pany, of Chicago, and the Joliet Steel Company. Besides
this the company owns numerous coal fields and coke
ovens in Pennsylvania. The authorized stock is $50,000,-
000, of which $19,000,000 is issued. The principal out-
put of the various works is in the form of rails, but for
the last few years they have turned their attention to
other kinds of iron work. "The North Works" are
situated on the north branch of the Chicago river — the
site occupied by Captain Ward's Mills, which were
burned in 1866. It now consists of two blast furnaces, a
Bessemer plant, and two blooming mills. The "Milwau-
kee Works" also trace their origin to Captain Ward.
They are located on the shore of Lake Michigan at Bay
View, a suburb of Milwaukee. It was designed especi-
(^ticctlF^aUway-j\eyl^
223
ally for receiving ore from the Northern Michigan region,
but now turns out several kinds of finished iron and steel .
work. -'The Joliet Works," which before its connection
with the Illinois Steel Company was the outcome of a
number of other consolidations, has the advantage of a
cheap supply of coal to counteract its distance from the
lake. It product is principally Bessemer metal, in the
shape of rails and rods. "The Union Works" are in
southwest Chicago, on the south branch of the river.
They were started in 1863, and have the honor of mak-
ing the first Bessemer steel made in the west. The out-
put consists entirely of steel rails and billets. The "South
Works" are the youngest and also the largest of this
numerous family, having been started in 18S0 as an
adjunct to the North Chicago Rolling Mills. They are
at South Chicago, near to the Calumet river. With the
completion of some extensions now being made this will
be the largest plant of the kind in the country.
The general offices occupy the entire tenth floor of the
Rookery, and have excellent telephone and telegraph
connections with all the works. Julian L. Yale, the gen-
eral sales agent, is a most genial and accomplished gen-
tleman and a manager of unusually fine executive ability.
SOUTHWARK FOUNDRY ANIJ JrACHINE COMPANY.
The western office of this company is in the Rookery
CORNER IN SHIPPING ROOM MBAKER MFG. COMPANY, CHICAGO
where Frank W. Bunn will be found in charge. As is
well known this company are the makers of the Porter-
G. L. REIMANN.
A. MOSHER.
A. SHERIFFS.
THE MOSHER ELECTRIC COMPANY
was organized under its present name, September i,
1892. Previous to that time J. A. Mosher, from whom
the company was named, had been in the arc lamp busi-
ness on a small scale. At the time of the organization
of the company a set of new lamps were announced,
which were the result of a great deal of experiment and
practical experience in the arc lamp line. The new
Mosher lamps for railway circuits have met with great
success and are giving excellent satisfaction wherever used.
The factory and offices are at 125 Ontario street, where
will be found a fully equipped plant for manufacturing
and testing lamps. The officers are G. L. Reimann,
president; J. A. Mosher, vice-president and electrician;
J. A. Sheriffs, secretary and treasurer.
AUen automatic engines. Previous to the installation of
this office January i, 1892, they were little used through-
out the west. Since an effort has been made to push
them, however, they have had no difficulty in making
their way on their merits. They have a large number in
rolling mill work, which is very similar to that on street
railways. The Lindell road, St. Louis, has ordered three
400-horse-power tandem compound non-condensing.
The new Chicago Edison station, to be the finest and
largest lighting plant of its kind in the country, will use
the Porter- Allen direct connected triple expansion engines.
The Illinois Steel Company has five very large engines
of this make at its South Chicago works. The South-
wark Company make a specialty of designing engines for
different classes of work.
224
(^}ijwd'j{ai{\^j^^
H. E. LONGWELL.
WESTINGHOUSE, CHURCH, KERR & COMPANY.
The western office of this firm is presided over by H.
E. Longwell, and is located on the ground floor at the
north-east corner of La Salle and Lake streets. As is
well known, they deal in
Westinghouse engines
and Roney mechanical
stokers. For the manu-
facture of this latter
article they have in this
city the largest mechan-
ical stoker plant in the
world. It is located
at the station of Cragin,
on the Council Bluffs
division of the Chicago,
Milwaukee & St. Paul.
Here on a plat of ten
acres are located the
five buildings, one
lOo x 200 feet and two
stories high, and the others 60x90 feet. The Roney
stokers are at present supplying 30,000 horse-power of
boilers in street railway work in the west. The most
notable plant using the Westinghouse engines is that at
Minneapolis, where the Twin City road uses 2,600
horse-power. Since the western office started, the yearly
business has increased to about six times the output of
the tirst year. The principal exhibit at the World's Fair
will be six 1,000-horse-power Westinghouse engines,
directly coupled to the ten 10,000 light alternators that
are to furnish the greater part of the Exposition's light.
Besides this there will be a number of smaller engines in
the lighting plant.
THE WESTINGHOUSE ELECTRIC & MANUFACTURING
COMPANY
needs no introduction to our readers. Their Chicago
headquarters are on the ground floor of the Pullman
building. The presid-
ing genius of the rail-
way department is B.
F. Stewart, who pre-
vious to taking charge
of this work. May i,
1892, had twelve years
of experience in electric
work, including the
early experiments of
VanDepoele. The rail-
way vi'ork of the West-
inghouse Company is
but little over two years
old. In the short time
that the Westinghouse
apparatus has been on
the market, over 5,000
single reduction motors have been put in use. over
200 roads being on the list. That this is an immense
S. TEBBETS.
11. F. STEWART.
showing goes without saying. The Westinghouse "iron
clads" have made a reputation for themselves wherever
the}' have gone, while the fact that it is made in
standard designs that
are not continually be-
ing changed, allows the
accumulation of a large
stock from which orders
from the western office
can be filled, as Mr.
Stewart expresses it,
"with a quickness that
will take your breath
^ away." In the depart-
ment of general railway
supplies the company
is also in the front rank.
Visitors will experience
no difficulty in finding
the office, it being only
one block from the
cable and Illinois Central lines of cars to the grounds.
Among the interesting installations of this office con-
venient for inspection by World's Fair visitors are the
South Chicago City Railway, the Hammond Electric
Railway, and the Chi-
cago City Railway,
whose electric power
house is at Fifty -first
street and Wabash
avenue. Here four
Westinghouse genera-
tors of 700-horse-
power each are already
installed, provision be-
ing made for ten in all,
when the station output
will be 7, 000- horse-
power. The manager
of the Chicago oflice is
J. S. Tebbets, who de-
votes special attention
to the lighting depart-
ment. Chas. S. Cook is electrical engineer, and has
been with the Westinghouse Electric Company since the
organization, having formerly been connected with the
engineering department.
THE (iENNET AIR BRAKE COMI'.\NY,
at II to 23 South Jefferson, is guided and controlled by
M. L. Rothchild. The factory, at the time the Street
Railw^ay Review man visited it, was crowded with
work. New machinery is, however, being added and by
June I the factory will have a capacity of 400 brakes a
month.
W. R. MacDonald is superintendent of the company,
and James H. Moore is the mechanical engineer. The
New York office is at 150 Broadway, under the charge
of Mr. Neuberger.
C. S. COOK.
(^^licctj\aUwci^9^aylcu^
225
a. MERRILL.
THE FALLS RHET & MACHINE COMTANY
has placed Geo. B. Merrill in charge of its Western
branch, situated at 8 South Canal street. The company
has been represented in Chicago for eight years, but
only two years ago put in a
special stock and manager.
Mr. Merrill is a very young
looking man ; in fact, a caller
would not suppose him more
than 2 2, yet this guess is six
years less than his twenty-
summers and winters.
The home office and fac-
tory is at Cuyahoga Falls, O.
while the Chicago branch
takes care of the west and
northwest, west of Indiana
and Michigan. The visitor
ma}- see a tine example of the Falls Rivet work in the
Masonic Temple, this cit}-. Besides the various city plants
the company- will exhibit at Machinerj- Mall, World's
Fair, a line shaft 30 feet long, six inches in diameter,
arranged with a driving pulley, clutch pulley, cut-off
coupling and ring oiling bearings for the support of shaft.
^'isitors will be welcome at the office, or at the Fair
grounds, where a representative will be in attendance.
TERRE H.VUTE C.\R A: JL\NUFACTURING COMPANY,
whose extensive works are located at Terre Haute, Ind.,
have long held a prominent position among the makers
of both steam and street
car wheels, although
the wheel trade is but
one of the several de-
partments of their busi-
Mik^»> iSh ness.
^y ^^ ■ A Chicago office has
been established within
the past week, and will
be in charge of D. B.
Dean, who is well
known to railwa}' men
throughout the countrj-,
havinsr been connected
with the Electric Mer-
chandise Company, and
more recently with the
McGuire Manufactur-
ing Company, which
position he resigned to accept his new connection.
A branch office is also maintained in' St. Louis, under
the management of Anson D. Hartwell, at 321 Commer-
cial Building.
The company use the well known Barr contracting
chill process in the manufacture of all their street car
wheel work, and the metal is carefully selected with
special view to long life under the exacting conditions of
electric motor work. The officers of the company are
all efficient men.
c
^
IJ. B. DEAN'.
HEXRY H. WINDSOR,
Editor.
THE STREET RAILW.VY REVIEW
deserves a front seat among the forces which have been
already named in promoting street railway interests. Its
first number bears the
date of January, 1S91,
and, with the present
issue, is now 28 months
old. What it lacks in
age is more than com-
pensated for by the en-
erg}' and progressive
spirit which has always
characterized it. Its
success has been phe-
nomenal in the annals
of technical journalism,
and today it is acknowl-
edged as the leading
street railway publica-
tion. The REviE\y
occupies commodious
quarters in rooms 502
to 508, inclusive, at No. 269 Dearborn street, a location
convenient to the post office, all down town hotels, and
depots. It is headquarters for visiting railway men, and
World's Fair visitors
will be welcomed and
tendered the hospitali-
ties of the office. A
register will be kept
of the presence and
address of railway visi-
tors during the Fair,
and our friends are in-
vited to ha\e their mail
and telegrams address-
ed in care of the Re-
\iEw. In addition to a
reception room, compe-
tent stenographers will
be ready at all times for
letter writing "while
you wait." Remember
the number 269 Dear-
born, opposite the great Monadnock.
For nearly a year the Review has issued a daily edi-
tion, containing important advance news of enterprises,
destructive accidents, extensions, consolidations, changes
in management, and, in short, a complete daily record of
the street railway happenings of the country. This daily
edition will, during the fair, also contain a full roster of
visiting street railway officers in the city, and their stop-
ping places.
The Review will take a personal interest in its visitors
and will be pleased to render all possible service in the
way of personal introductions, and such similar service as
our long residence here and wide acquaintance makes
possible and eminently tilting.
FRED. S. KENFIELD,
Business Manager.
226
(^Wctil^\mlM^il^VieW*
THE PIER MOVABLE SIDEWALK.
At the World's Fair— A Practical Demonstration of this Most Remarkable Transportation Exhibit
System Wonderful in its Simplicity and Capacity.
READERS of the Street Railway Review
will remember the December, 1891, issue as
containing, among other good things, a descrip-
tion of a novel transportation scheme called the Colum-
bian moveable sidewalk.
For the benefit of those who did not read the Review
in 1891, it may be explained that the moveable sidewalk
is the result of many years study and the invention of
Max E. Schmidt and J. L. Silsbee, both of Chicago.
This system has its foundation principle in the simple
fact that the top of a moving wheel moves with exactly
twice the speed of the axle. Hence two rails carried on
the peripheiy of the wheel move with twice the speed of
the axle. By reference to the engraving it will be seen that
the moveable sidewalk consists of two parallel platforms.
One is carried on the axle of the truck while the other is
dri\'en forward by a rail resting upon the periphery of
the wheel. When the right hand platform moves at si.x
miles an hour, being carried by the rail marked .v, the
left hand platform moves at the speed of the truck, or at
Here east of the surpassingly beautiful Peristjde and
lively Casino, and surrounded on three sides bj- the glit-
SECTIOX OF SIDEWALK SHOWING FLEXIBLE RAIL.
tering expanse of Lake Michigan, the new line is under
construction.
IIIRDS EYE VIEW OF PIER AND SIDEWALK FROM THE CASINO.
three miles an hour. This principle has been known for
many j'ears, but the connecting of platforms into a con-
tinuous line and the employment of an endless rail is the
principal claim for newness, and the onl3' means of util-
izing the principle. This continuous rail can make any-
desired curve and the platforms be extended indefinitely.
Encouraged by the success of the experimental road,
and assured of the success of a greater enterprise and
longer line, Mr. Schmidt organized a new company and
acquired rights in the Casino Pier at Jackson Park.
The constructing company is a solid one; J. L. Silsbee.
the architect, is president; Max E. Schmidt, C. E., is
general manager and engineer; W. E. Furness is secre-
tary; W. E. Gookin, treasurer, while R. McC. Smith,
formerly of the C. B. & Q., is traffic manager. The
contractors for the structure are H. B. Herr & Com-
pan)', of Chicago. With these men and $150,000 capital,
the Pier Movable Sidewalk Company enters the lists as
the most unique and one of the most interesting rapid
transit exhibits at the Exhibition.
^ticeill\aiWci)^ J\eylc\^
227-
The length of the structure is 4,300 feet, all double
tracked. The straight length is 166S on each side of the
partition, giving 3336 feet. Each loop is 482 feet long,
with minimum curves of 64 feet 9 inches radius and
maximum curves of So feet. By this means the space of
the pier can be economized, and the possibilities of the
system show to its best advantage. The bird's-eye view
of the pier and sidewalk gives a fair idea of the small
space occupied by the system.
Beginning with the track, the stationary rail is ordinary
30-pound T, made by the Illinois Steel Company, and the
gauge 45 inches. The track is spiked on ties laid 14
inches from center to center, held secure by brace chairs
on cur\'es, with steel guard rails, to make derailment
end will be anchored and the power turned on to pull
■them taut. Washers will then be fitted to the draw bars,
making the whole train pull evenly- and stop as one car.
The platforms over the truck are 1 1 feet 6 inches by 3
feet I inch for the slow or outside platform, and 11 feet
6 inches by 5 feet 10 inches for the fast ones. The fast
moving platforms are provided with seats (see illustration)
which will seat three adults and a child each. Each fast
platform will carry four seats. The slow platforms are
available for passengers who wish to travel slowly .and
stand up.
The flexible rail, the " open sesame " and keystone of
the system is J^ inch thick by 4 inches high of mild
steel. It is welded in lengths of 130 feet. Each joint is
VIEW ON THE PLATFORM OF THE PIER SIDEWALK.
impossible. On this rail runs a single line of trucks for
the fast and slow moving platforms. These trucks, as
well as the other rolling stock, are made by the Pullman
Palace Car Company. The motor cars have 6-inch
channel steel frames, 11 feet 2/4 inches long by 7 feet 3
inches wide. The motor platforms carry two ballast
receptacles of a capacity of 1,600 pounds of lead each,
making the total weight about six tons. The trail cars
have rigid wood frames and weigh, including seating
platforms, 2,800 pounds each. The wheels under the
trucks are chilled steel, made by Griffin, and 18 inches in
diameter, 3-inch tread, and J^-inch high flange. The
wheel base of the motor is 6 feet 5-16 inches, and of the
trailers 3 feet 9 inches. The platforms are 351 in num-
ber, of which ten are motors. As it is necessary that
there shall be as little "slack" as possible in the train, one
18 inches long, dovetailed and riveted with fifteen ?■■& inch
Sweedish iron rivets. The joints are furnished by the
U. S. Car Company. Carnegie made this rail. The
total length of the endless rail is 8,600 feet. It was found
that no rail bonding is required as the endless rail is better
than the best bond.
The platform above the pier is 5 feet, and 10 feet
above the platforms is the shelter roof seen in our engrav-
ing.
The method of managing the crowds is well planned.
Twelve set of exits and entrances are arranged, ten at the
straight sides and two at the loops of the system. A
short flight of steps lead to and from the stationary plat-
form to which the passenger steps through a gate where
an attendant relieves him of his ticket. Having stepped
to the slow platform he may enjoy the lake breeze and the
228
(p\MA'j{aiiWja^j^^^
view of the white city at the rate of three miles an hour,
or if business presses he may step to the six mile plat-
form without a jar and travel more swiftly to his destina-
tion. No overhead wire, no track in sight, no cable
apparent, in fact nothing but the motion betokens a
method of transit.
Tickets are sold at Kiosks at intervals along the sides
of the walk. These tickets are collected as above nar-
rated and passed over to the Columbian Exposition for
destruction.
Aside from the utter simplicity of the sidewalk the
thing that strikes the observer as most wonderful is the
tremendous carrying capacity of the platforms and the
small amount of power required to attain the end sought.
First as to capacity the statement is this: Every passen-
ger can catch his car. Geometrically, a train leaving a
given point everj' half second is infinitessimally near to
a train leaving all the time, and no one waits for a car.
To overload the train it would be necessary to have the
entire sidewalk every second surrounded by its fullest
capacity. For instance on the Casino Pier there is a
mile of seats, 500 persons passing a point each minute,
6,000 seats on the entire platform, or 35,000 an hour.
For crowded districts — say Brooklj'n bridge, Boston's
down-town area, or Broadway — what a resolvent for
congested traffic.
As for the power required, it may be stated that the
Columbian Exposition will furnish 300-horse-power, of
which 250 will start the train and 150 will keep it in
motion while loaded. As there will be no interval
stops, the starting torque once a day is all that is
required.
The cost of the pier structure is about as follows:
Electric installation, $50 a horse-power; structure, the
same as a narrow gauge railroad. With these possibili-
T. HACKWORTH YOUNG.
THE subject of this sketch has divided the duties of
Willard Smith and relieved that gentleman of a
heavy burden by becoming superintendent of the
railway division, which includes street railway exhibits.
i
-4m
i
<mi
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jr. /fr. /icy/iyy.
T. HACKWOKTIl YOUNG.
Mr. Young's experience has been altogether in steam
lines, in which his education is most thorough, having
PLAN VIEW OF PIER SIDEWALK SHOWING ONE-HALF.
ties and these advantages of structure, safety and cheap-
ness, the moveable sidewalk ought to take its place in the
rapid transit world. It will not displace, it will not revo-
lutionize; it will simply till a gap — a desideratum never
before successfully met.
The Capital Electric Railway Company, of Baton
Rouge, La., was opened to the public, April 5th, with
appropriate ceremonies, including the driving of a silver
spike by President B. F. Mayer.
served his apprenticeship in tiie shops of Kitson & Com-
pany, Leeds, England, the builders of steam street motors
and engines.
In 1S79 Mr. Young came to the United States and has
been connected with several leading railways, besides
making atrip to Central America as mechanical superin-
tendent of the Costa Rica Railroad.
For the past five years he has been the master
mechanic of the Chicago, Milwaukee & St. Paul. Mr.
Young is well posted in street railway matters as well.
(^t{cd/i^iWci^j\eytc\v^
2''0
THE ELECTRICITY BUILDING.
HAMMERS and nails, saws and wires and boxes
and tugging, and shirt-sleeved, men have so far
been the principal attraction of the beautiful
electrical building at Jackson Park. This has been no
fault of the electrical managers, however, but the nat-
ural and unavoidable delay attending the gorged switches,
terminal railway and transportation facilities. Chief
Barrett and his hard working assistants have done their
level best to get things in shape, and have spent long
hours at the anything but easy task of giving the exhibi-
tors, each and every one, the best location in the build-
ing.
Finally, everything is pretty nearly finished and accept-
ance handed in for space, so that the installing force may
begin their more satisfactorj' task.
To build up a new department without precedent is no
easy task, and this was the work laid upon Professor
Barrett. His work was not diminished either, by the
action of the local board, in transferring to the Machinery
Hall the power plant, occupying 180,000 square feet of
space.
A large number of exhibits wishing to be classified in
INTRAMURAL CARS AND MOTORS.
BY C. H. MACLOSKIE, E. E.
THE cars for the Columbian Intramural were
designed and built by the Jackson & Sharp Com-
pany, Wilmington, Del. They are of the open
type, with cross seats and sliding doors. The doors are
attached to iron rods running the whole length of the car,
so that as the rods are moved by levers at the ends, all
the doors are thrown open at once, admitting of rapid
loading and unloading of passengers. The length of the
cars over all is about 50 feet, the width 8 feet 7 inches.
They are mounted on trucks of S-foot wheel base and
32-foot truck centers. The trucks are of the same type
as those in use on the New York and Chicago Elevated,
but have been changed somewhat from the original
designs in accordance with the present requirements.
The motors have been built specially for the elevated
service, combining speed with capacity for great horizon-
tal effort. They will give 2,000 pounds horizontal effort
each at a speed of 25 miles per hour, and correspondingly
higher efforts for lower speeds, thus allowing for larger
accellerations. The motors are of the same four pole
e:
I't-M'ii'i-i-'ri-'ri'i'r'-ri
i I M 1 1 I I I I I N-i i rrr-
a X.
— ^,.- J^^..:.aD.u.i.l!^SULi.l
PLAN VIEW OF PIER SIDEWALK SHOWING ONE-HALF.
the electrical department ha\e been very properly trans-
ferred to the Transportation Building annex, where street
railway specialties are shown .
The sharp competition for space, consolidations, trans-
fers and injunctions have, delayed progress in this
department, but finally after much labor and pains the
actual telling work has begun, and installation now goes
on merrily. The booths of the Bell Telephone and the
Western Union Telegraph Company are now built and
occupy prominent places on the first floor. At the cen-
ter, too, the General Electric has already on the floor a
fine display of dynamos and light machines. This exhibit
is in charge of Lieutenant Spencer, of the Boston office.
There are now qualified 68 Chicago linns, 7 from
Cleveland, 37 from New York, 12 from Boston, 9 from
Philadelphia, 71 miscellaneous, and the large separate
exhibits of Westinghouse, Pittsburg, the General Elec-
tric, and the Fort Wayne Electric Company.
Foreign nations are represented in electrical industry
by Austria, Brazil, Canada, England, France, Germany,
New South Wales, Russia, Spain, Monaco and Italy.
type, with the General Electric Company's toothed arma-
tures and cross connected commutator connections. The
gearing is single reduction, steel gears and pinions being
required to withstand the strains on the teeth. Each
motor weighs about two tons and is capable of supplying
133 horse-power as a steady load. The first car on each
train is fitted out as a motor car, the trucks and axles
reinforced so to stand the excessive strains. The con-
trolling apparatus have been designed for this service; it
is of the semi-parallel type, throwing the four motors
into series, then into a two and two combination and
finally at full speed into parallel. As the controlling appa-
ratus is verv large it was found necessary to handle it by
means of compressed air. The revolving cylinder is con-
nected through a rack and pinion to a pair of pistons,
which are moved by compressed air, and are controlled as to
action by oil passing through a valve. The compressed
air is taken from the air brake reservoirs. The air brake
employed is the "straight air" brake with annexed cylinder,
manufactured by the New York Air Brake Company.
A small oscillating pump directly coupled to a 3-horse-
230
(^txcd/lF^oiWay-U^VlcW*
power motor compresses the air required for braking and
controlling purposes. This motor is automatically started
or stopped as the air pressure is below or above the nor-
mal pressure. A small whistle is employed in connec-
tion with the compressed air for signaling.
Four cars constitute a train, and fifteen trains the equip-
ment. The schedule time for the round trip is forty-five
minutes. The test trip was made April 15th and found
the motor and station equipment entirely satisfactory.
PASSENGER TRAFFIC TERMINAL FACILI-
TIES AT JACKSON PARK.
PERHAPS the most perfect terminal facilities ever
attempted for handling passenger traffic has
just been planned for the Jackson Park terminus
of the Chicago & South Side Elevated. The conditions
are perhaps more peculiar than ever before in the history
The Alley L enters the Park at Sixty-third street, in
common with the steam roads, and the station about to
be described is within 100 feet of the terminal. The "L "
terminal shown in our engraving is on the roof and to the
west of the Transportation annex, the intramural road
crossing the annex. This is about 400 feet from the
Stoney Island fence, and the platforms run parallel north
and south of the place. Near by is the grand station
where the steam roads discharge their passengers. The
Alley platform itself is 250 feet long and 80 feet wide,
and, as stated, runs north and south. It is covered with
a light iron roof and surrounded by a picket fence 7 feet
high. The platform is divided by two tracks 36 feet
apart, making a center platform 36 feet wide and two
side platforms each 22 feet wide. The track runs within
30 feet of the platform on the south side. Access to
the grounds from the platform is obtained by three stair-
ways which are continuations of the platform, one in the
TO I. M.R.R
TOGROUNOS
PLATFORM FOF? IN-COMING TRRINS
R.R TICKET BOXES PLATFORM FOR OUT-GOING TRAINS
\>/ □
PLATFORM FOR IN-COMING TRMINS
W. F. TICKET BOXES
"UIDIDIDIDODI^
I. M. TICKET BOXI
lIDlDlDlDIDIfl
^°^'>our.
OS
PLATFORM FOR SOUTH BOUND TRAINS
INTRA MURAL R R TRACKS
PLATFORM FOR NORTH BOUND TRAINS
PLAN VIEW OF WORLDS FAIR TERMINAL OF ALLEY L.
of urban transportation, but the means to meet the sur-
roundings seem equal to the task.
The system briefly described is a complete interchange of
traffic from the Alley L, the intramural elevated, the great
terminal station and the Exposition grounds. Engineer-
ing skill, executive brains, and money have not been
spared to make the arangement not only a complete sys-
tem of terminal transfer and discharge, but also one of
the most complete and interesting exhibits on the grounds.
The last section of the Elevated extension into Jack-
son Park has been placed and a large force of men has
been steadily at work and has now almost completed the
building of the terminal platforms, stairways, entrances,
cross overs and exits.
center and one at each side, the side stairways curving
away from the center one. The center way is 36 feet
wide, broken in the middle flight by an 8-foot landing.
Coming into the grounds the trains will run onto the
south track, and in going out take the north track. At
the north end of the track a simple cross-over switch
takes the train to its proper place. Thus all trains can
discharge passengers and be cleared in a very few min-
utes. On the ground in front of the curving, or into-the-
ground stairways, will be set World's Fair turnstiles,
where Alley L passengers may obtain tickets for the
Exposition. At the head of the straight stair there will
be a set of four ticket boxes and eight ticket choppers.
These are on the middle platform. This divides the
(^luctlF^mlM^li^ym/
231
crowd. The intramural station is just west of the Alley
L, as noted, and passengers coming from the L go over
a bridge, pass the World's Fair ticket boxes, buy and
deposit their intramural tickets, and are transported to
any point on the intramural line without touching foot
to ground.
The simple operation of the system is well shown in
the accompanying engraving, redrawn and simplified
from the official tracings by the kindness of President
Barnard.
To faciliate traffic, a four minute headway is to be estab-
lished and several terminal stations will be placed along
the route, at Thirty-seventh street and Twelfth street
notably. Here trains will be turned so that way passen-
gers may find more comfortable cars and seats as well as
the through and traffic. If necessity require, a minute
headway can be comfortably accommodated by this means.
The road has now 11,615 feet of siding, so that switch
and storage facilities are complete. The road is equipped
by the Union Switch & Signal Company, with their system.
The road will have a capacity of 37,500 passengers an
hour and a rolling stock equipment of 320 cars.
President Barnard, Chief Engineer, R. I. Sloan and
staff, deserve great credit for the organization of these
facilities, and the fact the traffic has more than doubled
in six months shows that their efforts are appreciated by
the public.
The Barre Sliding Railway has tided over its financial
diflficulties, acquired some more solid capital and will
complete and operate its World's Fair line.
D.\NiEL CooLiDGE, vice-president of the Johnson Rail
Company, has been making an extensive western trip,
touching at Indianapolis, Chicago and New Orleans.
The following from the Chicago Tribune of April
15th would indicate the Tribune man had tarried too
long at the fountain. It says: —
^ S. LitUefield .ind Daniel Coolidge, of Johnstown, Pa., were at the
Grand Pacific ^-esterday. Thev represent a syndicate of Eastern capital-
ists and are on the way to St. Louis to close a deal for the street railway
plants of that city and Omaha. The negotiations represent about
$so,coo,ooo, and will place the street railways of both cities under one
corporation.
To ILLUSTRATE the evolution of the dynamo, the
Ansonia Electric Company will exhibit in its pavilion at
the World's Fair the four first dynamos of their respec-
tive types constructed or operated in the United States.
The old Wallace-Farmer machine, which was continu-
ously in operation at the Centennial in 1876; the Tele-
machon, which is well known to students of the history
of electricity in the United States; the Gramme dynamo,
built by Prof. Anthony, of Cornell University, in 1874,
and exhibited in Philadelphia in 1876, and which is now
running and doing good work as a motor in the Depart-
ment of Physics at Cornell; some of the original sawed
carbons first used in electric lighting, and other machines
and appurtenances will be exhibited, and will be a very
pleasant study for the electrical engineer.
EXHIBITS AT AMERICAN STREET RAIL-
WAY ASSOCIATION.
AS already illustrated and described in the Review,
the facilities for exhibits at the next annual con-
vention, at Milwaukee, October 18, 19 and 20,
will surpass any in the history of the association. The
secretary has issued instructions to exhibitors which set
forth the ample provision for exhibits, all of which will
be under one roof, and in the same building as the busi-
ness sessions. Floor space will be charged at 10 cents
:^i £_
PLAN OF EXPOSITION BUILDING, MILWAUKEE.
per square foot, with a minimum space of 100 and a max-
imum of 2,000 square feet, e.xcept by special permission.
Steam power will be furnished at actual cost and pro
rated among users. Applications should be made at
once. Space will be allotted May 10. Address all com-
munications to W. J. Richardson, Secretary, American
Street Railway Association. 166 Montague street,
Brooklyn, N. Y.
The R.A.ILWAV Equipment Comp.vnv, of this city, has
issued a cordial letter, inviting visiting street railway men
to avail themselves of the hospitahties of their office dur-
ing the Fair. A register will be kept of railway men in
town.
The Janesville, (Wis.), Street Railway Co., will erect
a handsome station and waiting room.
232
(^Ued/li\aiWAy'll^VieW'
WORLD'S FAIR TRANSPORTATION.
WE present on the page herewith a correct view
of the terminal facilities of the great arteries
of urban transportation for the World's
Fair. The plan does not include, of course, the several
hundred boats, and the cabs and carriages without num-
ber, which will do a heavy business with those whose
time is not reckoned by the minute. The best facilities
are always inadequate for the sudden transportation of
vast numbers, but a glance will show that the terminal
facilities alone will be a tremendous avenue for the dis-
tribution of the people.
The most interesting part of the map, however, is
probably the intramural railway known as the Western
dummy system of elevated electric. This is under charge
of the General Electric Compan}-. The more extended
article upon the same subject, contained in our last issue,
shows the capabilities of the various systems of transpor-
tation.
PI ^^ MICHJDP^^
MAP OF JACKSON PARK RAILWAY FAriLITIF.S.
Art Gallery; 2. Illinois Building; 3. Fisheries; 4. Women's Building; 5. Government Building; 6. Horticultural; 7. Transportation;
8. Mines; 9. Electricity; 10. Manufactures and Liberal Arts: 11. Service; 12. Administration; 13. Macliinerv;
14. Machine Shop; 15. Agricultural; 16. Harbor for Pleasure Craft; 17. Dairy;
iS. Forestry; 19. Stock Exhibit; 20. Naval; 21. Wooded Island;
22. Stock Pavilion; 23. Pier Movable Sidewalk.
MAP OF THE PLAISANCE.
SELLLNG POWER FROM TROLLEY CIRCUITS.
28,".
THE number of railways selling power from their
trolley circuits is surprising to those that have
not investigated the matter. The business has
grown in a quiet way, generally requiring little
effort on the part of the road, and so it has attracted but
little attention. We could name a half dozen roads with-
in lOO miles of Chicago that have a good income from
this source.
There are many reasons why the average electric road
can sell power from its trolley circuit more cheaply than
the electric light stations in the same town. In the first
place the power business in the majority of moderate
sized towns, such as the greater part of the electric roads
of the country operate in, is either so scattered or so smal
that it is only at great expense that the lighting compa-
nies can handle it. In order to supply these scattered
customers, the electric light company has either to install
a special high pressure circuit and dynamo for its power
work, or to invest a large amount in copper to bring its
low pressure incandescent system to such customers. In
either event the result is rather unsatisfactory to the com-
pany, and an investment is required over and above that
necessary to the regular business of the plant. The run-
ning of a small engine and dynamo simply to supply a
few consumers with power is liable to be unprofitable
either to the company or the consumer. If the power is
supplied from lighting circuits, the variations in load on
the larger motors does not conduce to steady light. Then,
too, there are generally plants of some size that want
power, but it is impossible to generate electricity and sup-
ply it at some distance and make it more economical than
direct steam, unless the generating station is very large.
With the railway the case is different. It has an
immense power capacity installed and running at the
time when it is wanted. Its outlay per horse power of
steady power generated is very low. Its lines are strung
all over the city, and the ground helps furnish a return,
so that the cost of installation is small. In short, what
may be a very unsatisfactory business for the lighting
companies may be a very satisfactory one to the street
railways.
It is not advisable, of course, for the railways to
enter into cut-throat competition with the electric light
companies, but if the field is undeveloped there are good
reasons why the railways can give the cheaper service.
Such business generally does its own canvassing when
once started.
The only objection that can be made to running sta-
tionary motors from railway circuits, i.s from the fact that
one side of such circuits is grounded. Several years ago
this objection would have had more weight than at present.
The large Edi.son illuminating companies are now advo-
cating and practicing the grounding of the middle wire of
their three wire circuits, thereby making them practically
no better than the trolley wire as regards safety from fire
and shocks. Many engineers claim that it is easier and
safer to maintain the insulation of a single conductor from
the earth, than to maintain the insulation of two conduc-
tors, either one of which may become grounded without
the knowledge of those in charge. With the one wire
plan the fuses and switches are simplified and on the
whole a carefully constructed system with one side
grounded is not nearly as dangerous under our present
perfection of construction as the old installations were
with a completely insulated circuit. A few years ago a
fireat howl would have been raised at the idea of ground-
ing a circuit but to-day it is not considered anything start-
ling, and with careful wiring is perfectly safe.
When supplying power in this way it is at least safe to
adopt the custom of many companies now in the regular
power business and insist on a regular inspection of the
motor and the surroundings by the employes of the com-
pany, even if the wiring and motor installation is done by
the user. In this way many dollars worth of reputation
may be saved through the prevention of accidents, which
though they may be entirely the fault of the consumer,
have a tendency to grouse the public fears of everything
electric.
One of the most successful roads in the power selling
business is the Omaha Street Railway Company. W.
A. Smith, the general manager, makes us the following
contribution on the subject which will be read with inter-
est: "We are furnishing power to everyone that wants
it. Among our customers are carpet cleaners, overall
factories, tin manufacturing companies, paint factories,
bo.\ factories, laundries, printing companies, broom fac-
tories, fans for hotels, carpenter shops, button factories
and dentists. The amount of power they use runs all the
way from one-quarter horse-power to 25-horse-power.
We charge by the horse-power. When a man puts in a
motor and puts it to work we put our ampere meter on
and see how much power he is using and charge accord-
ingly. Motors are taking the place of small engines; they
take but very little room; you can hang them on the wall
or stick them in a corner and they will do the work and
make no dirt."
Another read doing an extensive business in this line
is the Sioux City Street Railway. President James F.
Peavey is an enthusiastic advocate of this method of
increasing the earnings and sends the following account
of it:
"I find the furnishing of power for stationary motors to
be one of good profit to our company. In fact our rev-
enue from this source practically* takes care of our fuel
bill for the entire operation of our plant and is constantly
growing. We do not use meter rates, but have an estab-
lished monthly rental based upon the rated horse-
power of the motor. For instance, if a man puts in a
5-horse-power motor we charge him S-horse-power rates,
although he may not use to exceed half this amount. We
do this after the experience of knowing that many concerns
will put in a much larger motor than their present needs
warrant, in anticipation of a growing business, and have
been asked many times to permit the putting in of, say a
5-horse-power motor, and charge on a basis of what is DR. PARKHURST ON THE CAR.
now being used, say a maximum of 2-horse-power, but
we have in such instances found that our customer, unin- 'T^^HE New York divine who has been before the
tentionally of course, neglects to inform us as his business I public so much lately, enjoys a good story as well
may increase, and he finds it necessary to use the entire as anybody, and is willing to tell it even at his own
capacity of his motor. In a good many instances we expense.
connect direct to our railway circuit, although in the "I was riding in a Broadway car when a stranger took
majority of cases we are furnishing power from off the a seat next me," he says, "and after looking at me for a
direct and independent wire. We do this as on our rail- moment, said that, although unknown to me, he wished
way circuit a fuse may blow out and would be of consid- to thank me personally for something I had done for
erable inconvenience to the user by stoppage. We are him.'
furnishing current for motors used in all classes of work, Dr. Parkhurst says he wasn't proof against the subtle
light factory work, grocery stores, machine shops, ele- flattery of the greeting, and blandly asked what favor he
vator purposes, etc. Our schedule rates are as follows: had performed.
For one horsepower _ $ S oo "Well," replied the Stranger, "I own a lot of flats up-
" '""^ " '500 town which didn't rent for more than $20 a month each.
*' three " 21 00
„ J. .. ' 2600 Your crusade against vice has driven all the wicked peo-
" five " 30 00 pie uptown into flats, and I am now getting $50 a month
All sizes above 5-horse-power $5.00 per horse power rent for each of my flats."
per month. What with rapid transit and Dr. Parkhurst as civilizing
We have made an arbitrary rule of collecting invari- elements. New York ought to become a highly respect-
ably in advance and disconnecting immediately upon the able village,
non-payment of any account due. The matter of station- """^
ary motor power is certainly one of great importance to STREET CAR ADVERTISING IN NEW YORK.
any railway company, and a source of considerable rev-
enue, and it is surprising to me that more companies do "\ "\ 7*^ ^^"* '° remark first that we "see that
not give more attention to this important feature." \/\/ '^"'"P'" "^° "°' tobacco spit our life away,"
„_, V T know that some articles of diet "are best and
A THREADED TROLLEY WIRE SPLICER. 8° farthest" in Chicago. New York signs, however,
go us one better as to the impertinent and startling.
THE Ansonia Electric Company are the manufac- Not long ago a Brooklyn man turned suddenly and
turers of the trolley wire splicer shown herewith. blurted out unconsciously to his neighbor, "Are your
It is simply a tube threaded on the inside with hands dirty?" "That's a nice question," said the man
right and left hand threads. The wire is threaded with a addressed. "Of course they're not." Thereupon the
tool furnished for the interrogator laughed
purpose. If desired ^^S^^^^^^^^^^^^^^^W^^^^^^^^^^^^^WW^^M— and pointed to a sign
the splicer is furnished ^ o ve r the window,
with slots to admit of f A^ jii | where the very per-
soldering, but this is ' ~* "^V 1 sonal remark was dis-
said not to be neces- '■*""~"^^^^"~"~ played in large black
sary as some tests made ^— ^""'^ ~ ■"■"■^i"'"''**^'''""'' ||,,,M^fflfffff^flpiV»' ii..-.'.ii. '. -mi letters on a white
on the Chicago City ruRKAi.ici, iroi.i.ev m'ire splicer. ground, and the seem-
Railway showed the ing impertinence was
breaking strain without solder to be 3,000 pounds. In shifted from his shoulders to that of some unknown
these tests it was the trolley wire that broke, the splicer personage. " I'd never tell that fellow if they were,"
remaining intact and the threads being unstripped. This remarked the other man.
splicer is so small that it makes almost a continuous wire .~^~.
of the joined ends. It has been in use for over a year LONG DISTANCE TRANSMISSION NOTES.
and is indorsed by all roads using it.
^''" — '' I ^HE well known electrical engineer of the Pasadena
On March 22, President Cleveland appointed John I & Mt. Wilson railway is one of the pioneer movers
S. Seymour, of Norwalk, Connecticut, Commissioner of i" 'ong distance transmission in America, and as a
Patents. He is about 45 years old, a lawyer by profes- result of his ideas a light and power plant will be installed
sion, and recently a member of the Connecticut legisla- at Redlands, California, on the three-phase system; the
ture. generators to be coupled direct to the turbine shafts and
- electrically in parallel.
The street railway lines of Bridgeport, Conn., and . In connection with the harnessing of Niagara Falls the
Stratford are to be consolidated by the Rochester syndi- Hamilton Radial Electric Railway Company, of Hamil-
cate under Col. Heft. ton, Ontario, has been formed with the idea of using
(^lic£tlFyaiU!ay"j\^^
23.J
power transmitted from the Falls to operate an extensive
system of electric railways around Hamilton. Tenders
have been received from well known companies for the
transmission at various pressures, ranging from 10,000 to
50,000 volts, and at losses in the neighborhood of 30 per
cent from the turbines to the motor. Matters are
reported to be progressing favorably.
INSULATORS FROM THE BOTTOM
OF THE SEA.
THE street railway supply firm, Albert & J. M.
Anderson, of Boston, who are makers of the strain
insulator herewith illustrated, are congratulating
themselves on the excellent way in which it has stood up
under tests recently made. Some of these insulators
were on board a steamer which was sunk in Boston
harbor recently. After twelve days some of them were
recovered and submitted to tests for insulation resistance
which showed 160 to 600 megohms apiece at first and
after ten days drying this increased from 25,000 to 300,-
000 megohms.
A TIMELY WARNING.
NOT long ago a street car conductor in Buffalo,
N. Y., was arrested and convicted of falsely
punching, and turning in transfer checks as
cash fares.
In sentencing him Judge Sievers said:
"Mr. , you have been brought here to answer for
a very serious crime, the crime of forgery. This is a
crime in which the Court could imprison you for a good
long term if it saw fit to do so, but we are met here by
the fact that you are the first person that has been found
guilty of this crime, and while it is an important matter
to the railway company, they have kindly come in here
and said that it being the first case they desired that the
Court should be lenient.
"We are also met here with the statement that you
have got a wife and family depending upon your support,
and the Court is inclined to think that perhaps it will
answer the purpose by dealing leniently with you. At
the same time they desire to say to you as well as to all
others, that they must not judge by this punishment that
is given to you that it is the punishment that this Court
will inflict in any future cases that may be brought before
it, but under all these circumstances the Court is inclined
to be lenient, and the sentence is that you may be con-
fined in the Erie County Jail for three months."
INTERNATIONAL TRAMWAYS.
IT is announced by the secretary of the International
Tramways Union that its session, which was to have
been held at Buda-Pesth last September but was pre-
vented by cholera, will meet at Buda-Pesth early in Sep-
temper, 1893. The original programme will be carried
out, and a most interesting conference ought to result.
As the regular publication of the report of this Union
has been temporarily suspended, owing to the postpone-
ment of the meeting, the society has published in the
meantime a detailed account of the Cologne Tramways
Company, prepared by H. Geron, manager. The society
proposes to follow this with descriptions of other impor-
tant continental lines.
NORTH CHICAGO CLEANS HOUSE.
ALONG with the revival of street-cleaning, duck-
hunting and love-making, the North Chicago road
begins house-cleaning and re-fitting. Twenty-five
carloads of new rails have arrived for rebuilding the road
on Wells street, in the tunnel, and on side lines, and the
work will be completed about May i.
Gas motors from the Connelly factory will be put on
the cross town lines, and the total output of the company
for some time will be taken up v^'ith the West and North
Side roads. The Connelly Company is turning out two
motors a day. There will be about thirty motors ready
May 15. The gas factory site is already bought, and
will have a capacity of 36,000 cubic feet a day.
The rolling stock has been materially increased, and
1,000 cars will be ready for service by May i.
ST. PAUL AND MINNEAPOLIS AGAIN.
THE twin cities are rapidly becoming a Siamese twin
with a good strong connection of railways and
electric wires between the two hearts that beat as
one. Already the various steam lines and the Twin
Cities Rapid Transit Company's electric give good ser-
vice to the large traffic.
Now the terms of agreement are signed for another
through electric line. The negotiations were made
through A. R. McGill, H. C. Pratt, W. W. Clark, A.
C. Bruce, J. B. Jett and W. McMurran and others with
the Twin Cities Company. The new line is agreed to
be similar to the interurban, and is to extend fro them
present terminus of the Minneapolis Street Railway line
at the corner of Fifteenth avenue and Como avenue, and
connect with the Como line in Minneapolis, and extend
by the way of Como avenue and the county road to the
brick school house near the present terminus of the St.
Paul City Railway Company system, at the corner of the
county r-oad and Langford avenue, in St. Paul. Word
is sent out that the building is to be rapidly pushed.
The cars are to be run from 6 a. m. until midnight,
and the line is a citizens' affair.
236
(^lAictj\mWxi^j^VW
A NEW CENTER BEARING GIRDER RAIL.
THE Mark Railway Equipment Company, of Cleve-
land, has put the herewith illustrated form of gir-
der rail on the market as one that will do away
with the necessity of tie rods. The reason for this is that
the load lines are inside the center line of the rail, so that
it is impossible for the load to throw the rail out, and the
pavement will prevent its tilting inward. Another notable
f — Load A
I Linea I
Center of Base.
THE MARK GIRDER RAIL.
point in connection with this rail, is that it has a standard
head for all weights of rails, and the webs also match so
that rails of different weights can be brought together in
a perfectly even joint. At the same time the metal has
been carefully placed so as to be of the most service.
There has always been a demand for a rail that will not
tilt, and the Mark Company think that they have found
it. The illustration gives the details of construction much
better than they can be described.
MONEY COULDN'T TOUCH HIM.
THE manager of the Manhattan Elevated, New
York, Col. F. K. Hain, is an extremely modest
man. A story i.s told of him in connection with
J. Gould, which is not without its humor. Col. Hain
was working for the " L " at a salary of $8,000. He
was offered a position with the Reading road at $12,000,
and he informed Mr. Gould that his duty to his family
compelled him to leave.
"Is there any other reason for your leaving besides the
monetary one? " asked Gould.
"No," said Col. Hain.
" Then your salary is $15,000 a year," replied Gould,
at the same time intimating that the matter of money need
not come between them again. A weighty tribute to
Col. Hain's value to the Manhattan is evidenced in the
fact that the " L " has, under his care, carried two bil-
lions of people without the loss of a life.
An applicant for a position as conductor on a cable line
said, by way of self-commendation, that he used to work
in a sardine factory.
TO REMOVE ICE FROM RAILS.
NEXT to the ice on the trolley wire the ice on
the tracks gives the most trouble, and no elec-
tric road is equipped for a hard winter unless
it is provided with means for keeping both these contacts
clean. Henry Zimmerman, of La Salle, Illinois, although
not a street railroad man by profession, has invented a
very simple device for smashing the ice on
the tracks, which has been tried on the road
at La Salle, with great success. The plan is
simply to replace the ordinary wheels of one
car with those having a section similar to that
shown in our illustration. The weight of the
car instead of resting on the ordinary wheel is
borne by the cutting flange, which flange
smashes the ice as it goes along. When the
ice is thin the ice-cutting car goes through
without stopping. When it is thick the car
has to back up and make a second run into it.
In either case it clears the track in a short time. These
wheels can, of course, be used on one or all of the axles
of a car. It is suggested the ice-crusher car be simply
a four-wheel flat of the cheapest construction, to be
loaded with railroad iron and pushed ahead of the motor
car which is sent out to clean the rails.
SOUTH AMERICAN STREET RAILWAYS.
PITTSBURG parties, among them Morris W.
Mead, of the bureau of electricity, are reported
as heavily interested in a corporation known as
the Bogota & Magdalena Railway Company. The com-
pany will purchase and operate the Girardal railway in
the department of Cundinarca, republic of Columbia. It
is a distinctl}' Pittsburg concern, having been organized
by Wm. Metcalf and Wm. Reed, an ex-Pittsburg news-
paper man. The names on the papers are : Major S. E.
Moore, formerly of the Carnegie Steel Company; Morris
Mead and Geo. Sheppard, cashier of the Pittsburg bank
for saving. The capital stock of the company is placed
at $6,000,000. The heaviest backers of the enterprise
are as yet unknown.
HAS A MANIA.
THE street car disease has taken on a new form in
the Tenderloin district of New York, where con-
ductors and drivers have been excited by the
actions of a well dressed man who "holds up" street cars.
This individual plants himself in the middle of the track
and waves his silk hat frantically. As soon as his car
stops the man disappears in the crowd. One cold night
during the winter this fellow stopped every car that passed
until a policeman captured him. He is a drug clerk and
can give no reason for his strange actions. We mildly
suggest that his services be hired by the city councils of
small towns who wish to stop rapid transit. With his
experience he should be able to stop a company as well
as a car.
^iAktl^^mWay'U^yleW'
A CHAPTER ON PAVING.
237
AS all street railroad companies are interested in
the paving question, and as probably very few
managers have the time to read the large
amount of current literature on the subject, we
have thought best to prepare the following article
which is an attempt to give, as briefly as possible, the
present status of different kinds of paving among those
who are engaged in the business, and who have made
such matters a special study. The matter herein pre-
sented is not intended for paving men, but for those
who have not, from the nature of their business, had
the opportunity to keep abreast of the times on paving
subjects.
The popular pavements in America are limited to
five — granite block, cedar block, asphalt, brick and
macadam. There are plenty of other kinds in use, but
popular favor seems to have rested on these especially,
and to such an extent that there are comparatively few
miles of any other in use.
Before discussing the different kinds of paving it is
important to note the foundations used. It is admitted
that the foundation is an entirely separate affair
from the wearing surface or pavement proper. The
poorest kind of pavement may be laid on the best of
foundations and vice versa. If a good foundation is laid
any kind of wearing surface can be laid on top of it, and
relaid as fast as it wears out without great expense. A
foundation must be chosen with regard to the weight of
traffic passing over it, the materials most easily available,
and the time it is likely to remain down without disturb-
ance. Foundations are ranked in the order of their sol-
idity and lasting qualities, as follows: Hydraulic cement,
bituminous cement, tarred boards, pounded stone and
sand. Sand and pounded stone are used as bottom fill-
ing, with cement and board foundations. Foundations
for use with brick will be spoken of later. Foundations
for cedar blocks should be chosen with special reference
to under drainage. It is absurd to expect a pavement to
last without a firm foundation, and it is therefore impor-
tant that the leveling, rolling and tamping in this work
should be thoroughly and carefully done.
Having considered the foundation, the question of the
wearing surface, or, in other words, the kind of pave-
ment, comes up for settlement. While there are those
who harp on the excellencies of one kind of pavement to
the exclusion of all others, common sense paving men
know that each pavement has its place, where it will
serve better than any other.
(;|<A.MTE BLOCK
paving is to well known to need much mention. It costs
$2.75 to $4.00 a square yard, according to the founda-
tion and filling used, and the distance from a quarry.
For wearing qualities it i.s admittedly at the head. This
is, perhaps, the best thing that can be said of it. It is
rough, slippery, noisy and hard on horses. Notwith-
standing these facts, it is the only pavement that will last
any length of time under the heavy traffic on some streets
of our great cities. The foundation may be any of those
before mentioned. The filling is usually either sand or
bituminous cement, which latter will be mentioned later
under the head of asphalt. Granite blocks must be of
equal size or trouble is likely to ensue from unequal set-
tling.
CEDAR BLOCK
paving is not very extensively mentioned in paving litera-
ture. Nevertheless the cedar block, like the trolley, seems
to be the only thing in many places. Until the advent of
brick paving it has been about the only cheap and reason-
ably durable pavement available for smaller cities requir-
ing something more lasting than macadam, and less expen-
sive and noi.sy than granite. It is commonly laid on a
foundation of boards and sand, though, of course, any
foundation is available. Cost is from $1.25 to $1.50 a
square yard. The filling should be of bituminous cement
and gravel. A novelty in the cedar block line intro-
duced in late years is the sapless block. An ordinary
block has a dry center with a sap soaked outside. This
causes the edges to wear down making a round " nigger
head" out of every block. Sapless blocks it is claimed
do not wear this way. Cedar blocks are not suited to
wet climate and soil as they will soon rot out.
ASPHALT
s a bituminous material found in a natural state. In pav-
ing, or in acting as a filler for other kinds of pavement, it
is used in combination with coal tar, petroleum, gravel,
etc., the proportions of these ingredients being such a
variable quantity in different specifications that it is impos-
sible to strike an average. Asphalt is found in a pure
state in the island of Trinidad, and is also found mixed
with lime and sandstone in California and France. Trin-
idad asphalt is the most popular and widely known, and
has been found more reliable than most other kinds
California asphalt is used extensively on the Pacific coast.
It is very soft, but this does not seem to have prevented
ts use. The objections to asphalt are that it is very sus-
ceptible to changes in temperature, and will bulge or
crack in a climate such as exists in many of our northern
cities, where there are extremes of heat and cold; it is
soft in a warm day, and hard and slippery in a cold; it
smells bad when under a hot sun, and absorbs so much
heat as to make it painful to horses, besides increasing
the liability to sunstroke. On the other hand it is the
smoothest and cleanest pavement known. A force that
will haul a ton over granite will pull three over asphalt,
to say nothing of the lessened wear and tear on the
vehicle. The cost of cleaning ashalt is much less than
any other pavement. A first-class asphalt pavement
should have a foundation of cement. Hydraulic cement
238
^iJicctJ^ailw^li^yleW'
is the most solid, but it does not have the same ratio of
expansion as the asphalt wearing surface, consequently
the asphalt will tend to come loose from the cement
when expanding or contracting under heat and cold, with
the result that patches come off and the foundation is
exposed. When bituminous cement is used the top coat-
ing and the foundation are of the same nature, making
practically a solid mass. If there is any trouble in this
case it will be caused by the bulging of the whole
pavement, making soft ridges at the place where this
occurs.
Asphalt and allied substances are generally applied a
a temperature of 200 degrees Fah. or over, whether
they are for filling, foundation or wearing surface. For
cities where the temperature is warm and even, and the
traffic light, asphalt makes almost an ideal pavement. Its
cost ranges from $2.30 to $4.50 a square yard.
The Warren-Scharf Asphalt Paving Company has
recently introduced a new method of paving in connection
with T rails. Along each side of the rail a row of blocks
is laid, preferabl}' of asphalt or some allied compound
The paving outside of the blocks may be of any kind.
Along between the rail and the blocks hydraulic cement
BRICK.
PAVING TO T RAIL WITH ASPHALT.
is filled in to about half the height of the rail, as shown in
our sketch. On top of this a compound of melted asphalt
is poured in and tamped. While the compound is yet
plastic a truck is run over the track making the groove
for flange. In this way the rail is made as good as the
grooved rail, as far as the hinderance to vehicles is con
cerned, and at the same time there is a strong bed sur-
rounding the rail and helping to stiffen it. Our sketch
shows this method as used in connection with asphalt
paving.
MACAD.\M
is simply a combination of pounded stone with thorough
rolling, good foundation and good drainage. It is suited
only to suburban roads where the traffic is very light.
WOOD STEEL
pavement has never been extensively tried. The idea
in this case is to make a pavement easily removable
for underground repairs. On a smooth sand founda-
tion the perforated plates of steel are laid, and to these
are fastened the wood blocks. A section of pavement
can easily be taken out without disturbing the rest.
Brick paving is the infant of the paving industry, and
it is a growing one. It is not as young as many suppose,
having been used in some places, where the proper kind
of brick could be easily obtained, for nearly twenty years.
Although it has been cracked up by some of its sup-
porters as the cure-all of paving evils the exaggerated
notions of its good qualities do not seem to have caused a
reaction against it after actual use, which fact is probably
its strongest recommendation.
Being in its infancy the brick paving industry has nat-
urally had many experiments to make and many mis-
takes to correct, but the fact that the cities that have
tried a properly laid brick pavement are making arrange-
ments for more, shows that the results, as a whole, have
been satisfactory, and this pavement is no longer an
experiment. It only remains then to investigate what
has been successful in practice.
It is generally admitted by unprejudiced engineers
that good brick conies next after granite in the mat-
ter of wear, and so, on account of its low first cost,
and many other qualities in which it excels granite, is
more desirable than granite for the majority of places.
Brick will wear long enough for all practical purposes
in all streets except the most crowded parts of our larg-
est cities. As for cleanliness, quietness and smoothness
brick comes next after asphalt, while it affords nearly
as good a foothold as granite. The first cost of brick
pavement is from $1.25 to $2.30 a square yard, depend-
on the foundation, filling and distance from brick kiln.
It has been claimed by some advocates of brick that it
could be relaid as fast as it wore out and still be cheaper
than granite, even for heavy traffic, because of its low
first cost and the saved interest on money invested
The situation seems to be that while the old forms of
pavement have each a particular point of excellence,
brick in a large degree combines all these desirable
qualities.
Foundations for brick pavements may be of as solid
material as is used for the best granite or of very cheap
material. The foundation is, as was said before, entirely
distinct from the wearing surface. In some places where
macadam has been used and worn out it has proved a
good foundation for brick. Brick has been laid directly
on a sand foundation and given fair satisfaction under
light traffic. Hydraulic or bituminous cement is, of
course, as good a foundation as can be obtained. Under
such conditions a layer of sand between the founda-
tion and brick greatly cushions the pavement. One very
common method is to place a layer of soft brick on top
of a base of sand or pounded stone, and on top of this
to place the paving brick, running at a different angle
with the foundation. It goes without saying that joints
should always be broiien in laying brick pavement.
After the brick has been laid and rolled the next
consideration is the filling. Bituminous cement makes
the most solid filling, and is used where there are
heavy requirements, though fine sand serves well in
many places.
(^ticfitlfyaiU^lJ^e^^
289
The angle at which the courses are to be set with
reference to the street is a question of controversy. The
most common way is to lay the long way of the brick
at right angles to the direction of the street. By laying
at 45° to the street some claim that the wear is decreased
and draught made easier, and point to the wear on bridge
planks laid by the two methods for proof of their theory.
(to be continued.)
EDISON'S SAND.
SHARP sand for use in railway and street railway
work is not always easily obtainable. The article
manufactured by Neptune & Co., on the sounding
sea shore is so rounded by the action of the waves that
it is next to useless and really inferior to the grit taken
from river banks and prehistoric lake beds, although
this also presents the same difficulties. Our own Mr.
Edison at this juncture comes forward with an improve-
ment on nature, a sand that has never been subjected
to the action of the elements. He makes it as a by-
product of the ore separating process at the Ogden
mine, Sussex county, N. J., where crushed lean iron ore
is made to yield up its last by means of heavj' magnets
The residue is powdered rock, heavier than ordinary
silica and sharper than sedimentary sand. As it is
already thoroughly dried it requires no roasting. I
does not cake. Many carloads are sold every day, and
the demand is on the increase.
THE BLOCK SYSTEM.
THIS is not a technical paragraph, but is a true story
at the same time. It happened in Harrisburg, Pa.,
on an electric line. The snow was coming down
in chunks, and the sweeper was on its rounds, rather dis-
concerting the electrics at times. The car was crowded
with passengers on their way to church and was speeding
along merrily, when all at once it stopped short. There
was a look of surprise on one petulant old lady's face
who sat near the stove, and after waiting some time and
seeing no move on the part of the motorman to go ahead,
she turned impatiently to the gentleman who sat near her
and said:
"My goodness, what's the cause of the delay?"
"I understand the track is blocked," answered the
gentleman politely, and turned away.
"I knew it!" said she; "that terrible block system
again. I've heard of it on the railroad, but never before
on the motor line. It ma^' be a good thing, but I'm sure
somebody'U be killed." And leaning back she shut her
eyes until the electric sweeper, a square distant, had pro-
ceeded on its way, and the motor followed in its wake.
Postmaster Anderson, of Cleveland, is planning for
an electric railway mail service. The unquestionable
success of this plan in St. Louis is leading many postal
authorities to consider the matter.
A CONNECTICUT NIGHT HORSE.
a recent committee meeting in
Connecticut one of the most
vehement obstructionists t o
electric railroad building was
one Hiram Jacobs, of New
Haven. He wanted to make
each town responsible for any
damage claims which might arise through the opera-
tion of electric cars, and as a parting salute Hike struck
an attitude and with upraised hands declared: "I would
much rather encounter a locomotive any time on a high-
way than one of these electric cars. On the locomotive
you have an engineer who has been educated to his busi-
ness; who understands it thoroughly, and who is compe-
tent. How is it about these motormen? Who are thev?
Why ! I venture to say that you can go to Castle Garden
today and get a man there and convert him into a motor-
man tomorrow. Or take the heathen Chinee and put
him on as a motorman with his pig tail for a bell pull."
The gentleman's own words should be the best argu-
ment in support of the simplicity with which an electric
car can be operated. Man-afraid-of-a-car Jacobs must
have enough moss on his back to stuff a car seat, and be
a direct descendant of the witch-burners.
watertown's mutual aid.
THE commendable spirit of mutal aid evinced among
so many of the employes of the larger companies
has been further exemplified in the Watertown,
N. Y., Mutual Aid Society. This association is totally
independent, and organized solely for sick and accident
benefits. It was organized March i, of the the present
year, with thirty-two members. There is no expense
attached to the administration of affairs, and consequently
no quarrels as to whom the offices and emoluments shall
go. The initiation fee is $i.oo and the dues 50 cents a
month in advance, payable the first of each month. A
committee waits upon the applicant for aid and reports to
the society, when $5.00 a week is allowed from the funds.
A member must be sick or injured three days before he
can draw indemnity. The officers of the company are:
Geo. W. Adams, president; M. Harigan, vice-president;
R. McClenathen, secretary and treasurer, and an e.xecu-
tive and an investigating committee.
THE WORST YET.
A GOOD many brilliant things are claimed for elec-
tricit)', but Dr. E. Hutchinson is reported to have
made the following statement before the Royal
Institution, of London, England. Dr. Hutchinson said
that with the electric motor a speed of one thousand miles
an hour could be obtained, "though beyond that point
they perhaps entered the region of projectiles rather than
of locomotives."
240
(^txectff^oiWa^j^ylcv/
HENRY MELVILLE WHITNEY.
THE builder of the West End street railway system
of Boston, Henry Melville Whitney, and one of
the most successful business men of Massachu-
setts, comes of a distinguished family, is thus another
proof of the old adage that blood will tell. His grand-
father, Stephen Whitney, was for several years the rep-
resentative from Deerfield in the General Court of Mass-
achusetts, and he also held other public positions of trust.
Stephen Whitney's wife, Mary Burgess, was an aunt of
the Hon. Henry L. Dawes, who has just closed a long
career as United States Senator from Massachusetts. The
family name was well sustained byjames S. Whitney, who
like his father Stephen, served in the state legislature.
Indeed, it was the vote of James Whitney which decided •
the election of Charles Sumner to the United States Sen-
ate. James S. Whitney, who at first kept a country store
at Conway, soon became a leader of the Democrats of
Massachusetts; he was appointed b}' President Pierce
superintendent of the Springfield Armory, and by Presi-
dent Buchanan collector of the port of Boston. Long
previous to this he had organized the state militia, and had
acquired the title of general, which he ever afterwards
bore.
General Whitney had two sons, William Collins and
Henry Melville. William Collins Whitney, the famous
secretary of the navy under Cleveland's first administra-
tion, is a man whose name is known from one end of the
country to the other almost as well as that of the presi-
dent himself. In natural ability, the younger brother,
Henry, is in no wise inferior.
He was born October 21, 1839, at Conway. After at-
tending the public schools for a time, he was sent to
Willibton Seminary at Easthampton. Young Whitney
was not, however, fond of studj-, and so at the expiration
of a year he returned to Conway to work in his father's
store. Soon he entered the Conway bank, where during
a service of three years as clerk he began the develop-
ment of those business talents which have since given
him his power.
When General Whitney removed to Boston in i860 to
take up his duties at the customs house, Henry accom-
panied him. The young man passed two years in the
Bank of Redemption, became clerk in the naval agent's
office, and then engaged in the shipping business in New
York City. In 1866 he came back to Boston to assume
the agency of the Metropolitan Steamship Company, in
which his father was largely interested. This company
operated steamships which ran on the outside line
between Boston and New York. In 1879 M""- Whitney
obtained control of the stock and became president of the
company, a position which he holds to this day. By the
time he had reached this presidency Mr. Whitney had
demonstrated in a dozen different enterprises his superior
executive ability and business capacity.
Early in 1866, Mr. Whitney, who had long foreseen the
possible development of that part of Boston bordering on
Brookline, puchased large tracts of land along the subur-
ban extension of Beacon street. In midsummer, when he
found that he had invested $800,000 in the enterprise,
and that the load was more than he cared to carr}- alone,
he formed the syndicate known as the West End Land
Company. The next step was to build a street railway
connecting the company's tract with Boston. For this
purpose Mr. Whitney organized and headed the West
End Street Railway.
The West End had been operating its eight miles of
road but a few months, when the question of street block-
ades, which has long been a cause of annoyance in Bos-
ton, began to be more discussed than ever. At the time
the Metropolitan, the Cambridge, the South Boston and
the Consolidated, as well as the West End, centered in
Boston. The streets of this city are so narrow and
crooked that at best car blockades are almost unavoida-
ble: but when companies whose interests clashed had to
send many cars close together over the same tracks, the
impossibility of hearty cooperation made blockades the
rule rather than ^the exception. Something evidently
had to be done, and Mr. Whitney was the man to
do it. He planned and carried out the great undertaking,
which was nothing less than the consolidation of all these
lines.
It was in this same year, 1887, that the electric railway
in Richmond, Virginia, attracted wide attention. Mr.
Whitney, after going to Richmond to study the system, re-
turned to Boston, convinced of the future of electric
power. In the following year he tried both the under-
ground conduit and the overhead trolley on a line between
Park Square in Boston and the suburban town of Brigh-
ton. The part of the road operated by conduit proved to
be a failure; and accordingly Mr. Whitney began to equip
the West End lines w ith the trolley system. In February,
1889, twenty motor cars were put on the line from Bow-
doin Square in Boston, to Harvard Square, Cambridge.
So successful was this venture, that six months later
Mr. Whitney gave to the Thomson-Houston Electric
Company an order for six hundred additional motors.
It hardly need be added that since that time Mr. Whit-
ney has done ever^'thing to keep the West End abreast
of the times; he has watched for every new improvement
and development in street railway operation, in the hope
of more efficient service; he has tried costly experiments;
he has met bitter opposition and borne it down by force
of effectively presented facts, by pen and tongue — weap-
ons of which he is a perfect master — and by deed as well
he has successfully combated the popular prejudice that
corporations have no souls. To enumerate the benefit
these labors have brought to the community at large is, of
course, impossible; but an indication of one phase of this
benefit lies in the fact that suburban property reached by
the West End system has enormously increased in value,
in some cases having doubled and even trebled.
For a man of Mr. Whitney's tireless energy to confine
himself to any one enterprise, no matter how extensive,
would be an anomal}'. Accordingly Mr. Whitney is now
giving his attention to a dozen and one other matters, and
in each he is highly successful. He is a trustee of the
(^)ticfitii\mlMi^li^yle\/
^*
"': ^
„i|p*-^: ,
^.(M
M
A >.J^ ^^^
"^^f
^Wf
HENRY M. WHITNEY,
Prusidtiii West End Street Railroad Company, Boston.
(^ Kcct J\a4Wciy" li^&A/m/
241
West End Land Company, president of the Neverslip
Horseshoe Compan\', president of the Boston & Glou-
cester Steamship Company', president of the Hancock
Inspirator Company, and president of the Dominion Coal
Company, Limited.
His winter home is in Brookline, his summer home at
Cohasset. In 187S he was married to Miss Margaret
Foster Green, by whom he has had one son and four
daughters. His large fortune enables him not onl}' to
maintain a beautiful home, but to give much to various
charities.
ELECTRIC CAR HEATING.
ALTHOUGH the electric car heater days are over
now for a few months the wise street car man will
soon be planning for next winter, and one of the
things worthy of his consideration is the electric heater
of the Consolidated Car Heating Company, of 936
KOXr \IKW.
Broadway, Albany, N. Y., and 200 Phoenix Building,
Chicago. The essential features of the method of elec-
tric car heating exploited by this company are the large
number of heaters used to a car, and the unusual amount
of provision for regulating the heat. The plan is to put
six of these heaters to a car — three under each seat, evenly
distributing the heat near the floor where the passengers
most need it. Cold air alwavs comes in alonjr the floor
and at the ends of a car so that the wisdom of this distri-
bution of heaters can not be doubted. The hot air from
the heaters is obliged to pass up and warm the passen-
gers instead of going up near the middle of the car.
The heaters themselves consist of galvanized iron wire
wound spirally on a suitably grooved porcelain cylinder.
This is covered with an asbestos lined wooden box as
shown in the engraving. The theory of the makers is
that an electric heater should be large enough to give the
required amount of heat without necessitating a high
temperature of the wire. The regulating switch may be
INTERIOR^OF HEATER. — ^/gjSIZE.
compared with the "series multiple controller" for motors.
It has five points for regulating the intensities of the heat
— the first position having all the heater coils in series and
the last having them in multiple series of three. The
maximum current at 500 volts is twelve amperes and the
minimum two.
This regulator,
which is shown in our
three engravings, is so
fixed that the connec-
tion with the trolley
is broken while the
handle is in motion
from one point to an-
other, so preventing
sparking and decreas-
ing danger from
shocks. As to clean-
liness these heaters are
unsurpassed. The
heating surfaces are
porcelain and galvan-
ized iron, and the
temperature is so low that nothing can be scorched
thereb}-.
In regard to the energy necessarj- to heat a car, the
makers believe that it has been underestimated in the
past, but that with a little more cin-rent, and an even dis-
OUTSIDE Ol" REGULATOR
REGULATOR — SIDE VIEW.
tribution of heat, electric heaters will become still more
favorably known. The original idea with regard to elec-
tric heating was that its possibilities of even distribution
would help to compensate for it expensiveness, but
the Consolidated Car Heating Company seems to
have been the first to embody this idea in a practical
form.
243
^tied;-l?\aiWciy'j\e^^
STREET RAILWAY LAW.
EDITED BY MR. FRANK HUMBOLDT CLARK, ATTORNEY AT LAW, CHICAGO.
Passenger Failins; to get Transfer Ticket:
A passenger who fails to ask or obtain any written transfer or otiier evi-i
dence of his riglit to ride in a street car which he enters, after leaving^
one in which he has paid fare, may be lawfully ejected if he refuses to
pay fare therein, and the conductor is not obliged to take the passen-
ger's statement as evidence of his right to ride.
Grant, f., delivered the opinion of the Court:
Plaintiff entered one of defendant's cars on Michigan
avenue, going west, intending to go to Thirty-third
street; he paid his fare to the conductor. The car he
took did not go to Thirty-third street, but stopped at
defendant's barns, near the railroad crossing. This was
near the city limits, and it appears that only certain cars
went the entire distance. Upon the stoppage of the car
the driver unhitched his horses, and was driving them to
the opposite end, when plaintiff, perceiving this, said to
the conductor that he desired to go further. To this,
the conductor replied : " You can go back in this car,
and take the next car up, or get off here, and take the
next car up." Plaintiff decided to get off there. A car
soon came from the barns, and started westward. Some
employee asked him if he was going on that car, meaning
evidently to ask whether he intended to return to the city
on the same car. The terminus of the road was but a
short distance from the barns, and plaintiff's destination
was only five blocks from where he alighted from the
first car. Plaintiff replied, " No," that he had come up
on another car. He was then informed that he would
have to pay. This he declined to do. Meanwhile the
car had gone about two blocks. He was then told that
he must pay or get off. One of the plaintiff's employees
then approached him, took him by the lapel of his coat,
and thereupon he alighted from the car. No force was
in fact used, other than this, and plaintiff claims no injury
except to his feelings. Plaintiff did not ask for a " change-
off " from the first conductor, nor did the conductor offer
him one. Plaintiff brought an action of tort to recover
for his alleged unlawful and forcible ejection from the
car. The learned court sustained his right to recover,
and directed a verdict for nominal damages, holding that
it was plaintiff's duty to pay his fare and save any injury
to his feehngs.
It is insisted by the plaintiff that he had a valid contract
for carriage from the point where he took the car to
Thirty-third street, and that his ejectment from the car
was therefore unlawful and tortious. If it be granted
that he had such a contract, still he had no evidence of it,
except his own statement, and the question is, " What
was his duty under t+ie circumstances? " If the conduc-
tor was under legal obligation to accept his statement
that he had such a contract, then his removal was unlaw-
ful; otherwise it was not. Counsel has cited no authority,
nor have I found one which holds that a stranger may
enter the car of either a railway or street car company
without any evidence that he has paid his fare, and secure
passage by his own statement to the conductor that he has
positively paid it to ' some other authorized agent. It is
the duty of the passenger to secure evidence of such pay-
ment, or to pay when his fare is demanded. The busi-
ness of such companies cannot be carried on upon any
other basis. This certainlj' is common sense and expe-
rience.
It is apparent that in the present case plaintiff possessed
no other or different right from that which he would have
possessed had he procured evidence of payment, which
had been lost or destroyed. In the one case his contract
to ride would be complete, but the onlj' written evidence
he had would be lost, while in the other his contract
might be equally good, but he had neither asked nor
obtained any evidence thereof to show to the conductor
in charge of the other car or train, which must serve as
a voucher in his settlement with the company'.
(Sup. Ct. Mich. Mahoney vs. Detroit Street R. Co.
iS L. R. A. 335.)
(Note. — ,It is held that under the ordinances of the city of St, Paul,
when a passenger is given a transfer check that fails to designate a route
on which it is to be used, he is entitled to transportation on any connect-
ing line. Supreme Court of Minnesota. Pine vs. St, Paul City R. Co.
2 Street Railway Review 35S, In the case of Heffron vs. Detroit City
R. C, 2 Street RaiUvfiy Review 640. the Supreme Court of Michigan
sustained a regulation of the street railway that transfer slips should be
used within fifteen minutes of the time designated. — E0 )
Injury to Workman in Sti-eet — A'cgiigenre of Street Car
Driver.
At the time plaintiff received the injuries complained of,
he was engaged with other workmen in the employ of the
Citj' of New York in laying waler pipes near the defend-
ant's railway track. A cut had been excavated to the
depth of about four feet for the purpose of receiving a si.v-
inch pipe twelve feet long and weighing about four hun-
dred pounds. Plaintiff's fellow workmen had phiced the
pipe in close proximity to the cut with the hub end of the
pipe against the track, when one of defendant's carscame
along, and the step of the car struck the hub end of the
pipe and whirled it around over and across the cut. At
this time the plaintiff was standing between the cut and
the pipe at a point near the middle of the pipe, with his
back to the approaching car, when the pipe thus put in
motion struck him on his feet and caused the injuries
under consideration.
It was not claimed on the trial that plaintiff was guilty
of contributory negligence. A careful examination of the
record fails to disclose evidence of any negligence what-
ever on the part of the plaintiff. The circuinstances of the
case as developed by the testimony warranted the trial
court and jury in concluding, as the conduct and result of
the trial indicate they must have done, that the plaintiff
was free from any fault contributing to the injuiy. It
was the duty of the plaintiff to prove by satisfactory evi-
dence that he did not contribute to the injury b}' any neg-
ligence on his own part, and this requirement of the law
of negligence was fairly met.
(^liectli\ailWay'j\CA/lcvV'
243
The evidence does not disclose nejjligence on the part
o£ the fellow workmen of plaintiff. It was necessary for
them to have the pipe where it was, that they might place
it in the cut which had been prepared for it, and so far as
appears from the evidence, they did what they could to
avert the accident. Any reasonable and temporary
occupation by them of defendant's tracks was justifiable,
and could not be made the basis of a charge of negli-
gence. A street railroad has not the exclusive right
to the use of its tracks, but simply a faramoiint right
and the f reference. While a person may not recklessly,
carelessly, or wilfully obstruct the passage of the cars
of a street railroad, he is not bound to keep off the
tracks, and if he fairly and in a reasonable manner
respecting the paramount right of the railroad company
temporarily obstructs the track when necessarily engaged
in the prosecution of a lawful business, and is without
fault on his part injured by negligence chargeable to
the railroad company, he may maintain an action for his
damages.
The superintendent of the defendant testifies that he
had placed a watchman at this point when the cut came
near to defendant's tracks, to look after the interests of
the company, and '-see that our horses got safely by the
opening, and that there were no obstacles in any way."
At the time of the accident this watchman was tempor-
arily absent. The car came along and passed the cut at
the rate of six miles an hour, and continued on its course
without stopping. A fellow-workman of the plaintiff,
apprehending danger, put up his hand to stop the
approaching car; if it was seen by the driver it is certain
that he did not heed it.
The act of the driver of defendant's car in approaching
and passing this point where the conditions were such as
to cause the defendant to apprehend danger and conse-
quently place a watchman on guard, at the rapid rate of
speed at which the uncontradicted testimony shows he
was driving, together with the other circumstances dis-
closed by the evidence, warranted the jury in concluding
that the driver was guilty of negligence.
(Superior Court N. Y. Lahey vs. Central Park &c.
R. Co. 8 N. Y. L. Jour. 1431.)
Sired R'lilxuay Franchise — Advertisement and Sale by
City.
A franchise granted to a street railway company under
a city charter requiring publication of the terms and
specifications of the franchise, is void as to a street six-
teen blocks in length not mentioned in the publication,
although such street was substituted for one mentioned
in the publication, on which tracks had already been
authorized.
Power given by a cit}- charter to authorize the use of
the streets for "horse and steam railroads," before elec-
tricity came into use as a means of propulsion, authorizes
the city to grant a franchise for operating a .street rail-
way by electricity on the trolley system.
(Sup. Ct. La. Buckner vs. Hart. 52 Fed. Rep. 825.)
Injury to Person Crossing Street — Negligence oj Em-
ploye of Street Railroad.
Plaintiff, while crossing a street, was injured through
the alleged negligence of an employe of defendant cable
car company, who, it was claimed, so carelessly threw
down a crow-bar that it struck plaintiff. Plaintiff did not
cross at a regular crossing, because it was muddy, but
was passing diagonally over the street. Held, That evi-
dence that it was very unusual for women to cross the
street at this point was properly admitted. Such evi-
dence was not competent for the purpose of showing con-
tributory negligence in plaintiff, for she had the right to
cross there; but was admissible to show that a greater
degree of caution was required on her part than if she
had crossed at the usual place.
(Sup. Ct. Mo. Henry vs. Grand Ave. R. Co. 21 S.
E. Rep. 214.)
Rights Under Charter — Abandonment of Franchise —
Contract zvith City.
A street railway company which, under authority of its
charter, had constructed and operated street railways on
certain city streets, entered into a contract with the city to
re-establish itself with electric power instead of animal
power within two years. One of the streets included in the
contract had been used by the company for a spur track
and turn-table only, and in the construction of the new
tracks no track into that street was laid or was proposed
until after the company had obtained the surrender to
itself of bonds deposited with the city as security for com-
pliance with the contract. Held, that these facts, the
two years limited by the contract not having expired, did
not show an abandonment of such street by the company,
nor preclude it from making use of the street at any time
within the two ye^rs to the full extent of the right granted
by the charter.
' (U. S. Cir. Ct. W. D. Tenn. Citizens' Street R. Co.
V. City of Memphis. 53 Fed. Rep. 715.)
Street Railroad — Damage to Franchise by Construction of
Sewer — Rights of Mortgagee.
The location of a sewer in a city street must be reason-
able with respect to the rights of a street railway the
construction of which was authorized by a prior ordi-
nance and whose property might be damaged by the con-
struction of the sewer; and such location, if made in a
part of the street occupied by the railway so as to com-
pel it to suspend operations or inflict great damage upon
it, is unreasonable, when other parts of the street are
equally suitable for the sewer.
A mortgage upon a street railway is as much entitled to
protection from unlawful injury by such action on the part
of the city, as any other property.
(U. S. Cir. Ct. D. Wash. Clapp v. City of Spokane.
53 Fed. Rep. 515.)
Failure to Keef Street in Repair — Action by Person In-
jured— Alighting from Moving Car.
A street railroad company which has contracted with
the city as a consideration for its franchises, to keep a
244
^lic^t ll\aiWci^ li^ym/
portion of its streets in good order and repair, is respon-
sible in a direct action by any person who suffers special
injury from its unlawful failure to do so.
It is well settled that it is not negligence fcr se, or as
matter of law for a person to get on or off a horse car
while it is in motion; but the question of negligence de-
pends upon the circumstances of each particular case, such
as the speed of the car, the activity or infirmity of the per-
son, and the like.
A petition claiming damages from the railroad com-
pany bound to keep its streets in repair, resulting from
plaintiff's stepping into a hole in the crossing, dangerous
and negligently left by the company, notwithstanding full
notice, is not amenable to the e.xception of no cause of
action, because it recites that the injury resulted while
plaintiff was alighting from the car moving slowly and
with slackening speed prior to stopping. And also that
plaintiff was an active and vigorous person accustomed to
alight in this way, and showing no unfavorable conditions
tending to render the act exceptionally rash or hazardous.
(Sup. Ct. La. Ober vs. Crescent City R. Co., ii S.
Rep. 8i8.
JVegligencc of Street Car Driver — Evidence of what
occurred when Passenger Boarded the Car — Injury
when Alighting.
In an action against a street car company to recover
compensatory damages for personal injuries alleged to
have been caused by the sudden starting of the car while
plaintiff was alighting, evidence as to what occurred when
plaintiff got on the car, tending to prove malice on the
part of defendant's driver, is inadmissible.
(Sup. Ct. Wis. Grisim vs. Milwaukee City Ry. Co.
54 N. W. Rep. 104.)
A SUBURBAN POWER PLANT.
WE illustrate from the architect's perspective a
power station recently designed by West-
inghouse, Church, Kerr & Co., engineers,
for the Newton & Boston street railway, Newtonville,
Mass. The especial interest attaching to this design, is
from the fact that it was originally prepared in view of
the location of the station on an attractive residence street
The proposed location of the station was such as to
make desirable a neat building in harmonj' with the gen-
eral surroundings, but without involving any consider-
able increase of cost. The entire annihilation of smoke
was an imperative consideration. An iron stack with guy
rods was inadmissible from its vulgarity, and a brick
chimney stack, always expensive, was particularly so in
in one of the most beautiful suburbs ol iiu.siun. A lot
was subsequently determined upon where space and
appearance was not important, and the station was re-de-
signed and constructed on a different plan. There is
enough that is unique and suggestive in this preliminary
design to warrant its publication, notwithstanding the fact
that it was not carried out in this form.
this instance, frum llicj uiicciLain nature of the founda-
tions. The plan was finally worked out so as to effec-
tively conceal the chimney stack, and, indeed, to so dis-
guise the building, that while retaining the general
appearance of practical solidity appropriate to its work, it
should at the same time in its suburban architecture be
suggestive of a pumping station, if not of a public Hbrary.
(^ttccti>^mWciv9^Vtm^
245
The outside dimensions of the building are 55 x 58
feet, which space serves to contain a generating plant of
580 rated horse -power with rela}' boiler capacity, econo-
mizer, stack, condenser, and all the usual auxiliaries. The
building is 20 feet in height to the roof line, rising to a
total height of 40 feet at the top of the stack. The walls
are faced with cream-colored brick with blue stone trim-
mings. The roof is of iron, inexpensive in construction,
from the fact that the building is divided by a parti-wall
between the engine and the boiler-room, thus reducing
the span of the truss one-half. The roof hips from the
corners, and is slate covered and finished on the inside
with wire lath and plaster. A monitor, 28 x 30 feet,
affords abundant light and ventilation to both the engine
and boiler-room, and at the same time makes a convenient
tower from which to lead away the feeder wires. The
latter are accessible from an interior iron gallery, reached
by an iron wall-ladder. As this power house was to be
located on a street on which there was much pleasure-
driving, it was thought best to make the machinery invis-
ible from the street, and so avoid the frightening of horses.
To this end. the windows were raised to a heisht of 8 feet
above the floor-line, and were effectively treated from an
architectural standpoint to harmonize with the general
subject.
The generator-room, 28x53 feet contains one 100
horse-power and three 160-horse-power "Kodaks," any
piece of which can be handled from an overhead troMej'-
fall and tram. In this particular station it seemed neces-
sary to have one small unit of loo-horse-power available
for the all-night service demanded bj' the residence char-
acter of the city. Ample space is left at one end of the
room for the switchboard and for the engineer's desk.
ELEVATION OF I'OWtR I'LANT.
The interior walls are left in the plain finish of the brick
and painted. On the pilaster underneath the chimney
stack is displayed a black marble gauge board, containing
a clock, steam and vacuum gauges, and a manometer
gauge showing the draft in the stack.
Passing from the engine-room, we first come to the
pump-room, containing two independent condensers,
double feed pumps, and a fore-heater for condensing the
exhaust from the auxiliary pump cylinders, condensers,
etc. The boiler-room, 27x53 feet, contains four hori-
CONDENSER I
CONDENSER
GROUND f'LAX.
zontal return tubular boilers, to carry 125 pounds steam
pressure, (Babcox and Wilcox boilers were subsequently
used , three of which represent the capacity of the entire
plant, the fourth being reky. Each of these boilers is
fitted with a Roney mechanical stoker for the purpose, in
part, of securing the necessary smokelessness, and in part,
for the sake of its superior econom}' in burning cheap
mixed fuels. No coal or ash handling machinery was
employed on account of the small size of the plant.
The smoke connections from all four of the boilers
unite and pass to the rear of an economizer, through which
the gases are drawn by a large, slow running exhaust fan,
driven by an independent engine using about J^-horse-
power. The smoke connections are heavily covered with
non-conducting material, in order that all heat of the boiler
gases may be utilized in the economizer. A by-pass is
provided direct from the breeching to the fan inlet in case
of repairs to the economizer. The fan discharges di-
rectly up into the bottom of a stack 5 feet in diameter,
and lined with one course of common brick. The stack
is of steel and supported on an entabulature carried in the
parti-wall; the base of the stack being 10 feet six inches
above the floor line. The stack is in the exact center of
the building, in order that its top shall appear as a finial
at the peak of the monitor roof. In this position, one-half
of the stack shows in the generator-room, where it is cov-
ered with non-conducting material, and painted to corre-
spond to the walls.
The general plan here siiown, is one on which, with
appropriate variations, all Kodak stations can safely be
24G
(^licd/lF(aUway-9^ylW*
based. The cost of the building is reduced to a minimum;
other things being equal. The defect of this particular
type of building is, that it does not admit of ready exten-
sion, and is. therefore, in the form here shown, desirable
only when the ultimate capacity of the plant can be safely
pre-determined. For this reason, as much as any other,
it was finally decided to locate the power station of this
particular road in a less conspicious position, and re-design
the plant on different lines, so that indefinite extension
could be provided for to meet the "unknown growth of
suburban railway traffic.
WHERE HORSES RIDE.
WE are able to illustrate, this month, one of the
most amusing features of rapid transit in the
world — a street car line upon which the
horses as well as passengers ride. The fortunate quad-
prominence. Although the descensus is extremely facilus,
the up trip is proportionately difficult. The car runs from
6:30 a. m. to 11:30 p. m. The traffic on the line is
good, as the novelty of the affair attracts many strang-
ers and much of the pleasure seeking populace of
Denver.
A similar line is in operation at Ontario, California, but
the Denver line will attract the most attention from the
fact that it is a city line.
A MIGHTY SYNDICATE.
THE age of syndicates has produced many changes
in street railway management and affairs until the
outsiders are fain to enquire. Where are we at?
New Jersey laws seems favorable to the formation of
co.mbinations, and the latest report brings news of the
formation of the New England Street Car Company, with
WHERE HORSES RIDE.
rupeds illustrated were photographed as they stand on
every trip down the grade of Thirty-fourth avenue,
Denver.
This line was built by Col. J. Cook, Jr., a live real
estate man, in order to give direct communication with
the Welton Street Cable Line, from Mr. Cook's new addi-
tion to Denver, Col.
The line is about 1]^ miles long, and the grade varies
from 2 to 5 per cent. As the entire line is on the grade.
Col. Cook concluded that it was simply a waste of good
horse power to have the animals walk down hill, and so
arranged the little platform stock car to accommodate the
equines in their descent. The car is built of ash, shorter
than the 16-foot box trailer, and runs on light 12-inch
wheels. It is very light in weight. A gate at either end
allows the horses to walk on to the car at one end and
off at the other. . The horses soon become used to the
ride and enjoy it hugely, smiling large expansive smiles
frequently, and sometimes bursting out in a horse laugh
when some fellow equine observes their aristocratic
a capital of $5,000,000, which ma}' be increased to
$50,000,000.
The fist of directors includes the names of many prom-
inent New England capitalists. The principal ones being
as follows: John R. BuUard, president of the Dedham,
Mass., Savings Bank and National Bank; Jas. C. Etmo,
president of the Shoe & Leather National Bank, at Bos-
ton; Col. J. H, Cummingham, banker of Chelsea, Mass.;
W. B. Ferguson, president of the Gloucester Street Rail-
way, Gloucester, Mass.; W. H. Leonard, banker, of Bos-
ton; Dr. A. F. Mason, capitalist; Mayor A. C. Pond,
president New Haven & West Haven Street Railway-
Company; A. R. Mitchell, of the New England Trust
Company, Boston; T. T. Robinson, of the West Leices-
ter & Spencer Street Railway Company, Boston; Jas. B.
Dill, of Dill, Chandler & Seymour, New York, counsel of
the company.
The early advent of fine spring weather has been very
favorable to construction work.
(^tud^lF^iWo^j^ylevv^
247
READING ROOMS.
THE railroad department of the Young Men's
Christian Association of Minneapolis is making a
special effort to interest the men in the employ of
the Twin Cities Rapid Transit Company. No difference
is made between conductors and motor men and the shop
and office men.
The meetings and lectures take practical turns upon
air brakes, train orders and like subjects, and all the lead-
ing technical papers are kept on tile in the reading room,
including, of course, the Street Railway Review.
Theo. F. Judd, the secretary, a practical and able man,
has charge of the work.
RAPID TRANSIT IDYL.
"Move up," the fierce conductor cries,
And the man in fear obeys;
But the woman fashionably garbed
Reposes nowadays.
And the man will hardly blame her
However much he grieves —
For she needs a couple of seats at least,
Or she will spoil her sleeves.
— New York Recorder.
PRIZES FOR EFFICIENT WORK.
THE new management of the East Cleveland Rail-
way has adopted a system of prizes, which Presi-
dent Henry A. Everett thinks will be conducive
to the betterment of the service. The total sum to be
divided is $3,000. Fifteen hundred dollars will be dis-
tributed July I, 1893, and a like amount January i, 1894.
Ten first prizes of $50.00 each will go to motormen mak-
ing the largest number of miles run to July i, free from
accident, under the rules of the compan)-.
A similar offer is made to the conductors, with the same
conditions. The second prizes will be ten in number, of
$25 each, for the motormen, with the same number of
the same amount for conductors. The prizes will be
awarded by three judges, one chosen by the company,
one by the employes and one by these two. In event of
disagreement on the third judge the Senior Justice
of the Court of Common Pleas will name the third
man.
President Louderback has inaugurated a prize system on
his Davenport, Iowa, lines, and has regular monthly draw-
ings. There are two first prizes of $10 — one for con-
ductors, the other for motormen; also a second prize of
$5 for each. The prizes are awarded to conductors
for getting all fares promptly; keeping neat and accurate
trip reports; politeness to passengers; personal neatness;
helping motormen to gather up as many passengers as
possible; helping motormen to keep car on schedule time,
and general observance of company's rules. The results
of only a few months' trial have stimulated the men to a
much improved discipline, and the improvement is noted
and appreciated by the public.
SMITH, OF NEW YORK.
IT is verj' much to be suspected that the author of
"Mr. Barnes of New York," "lifted" the very tak-
ing title of a very taking book from an advertise-
ment that has become a household word to so many
managers throughout the country and which has appeared
in every number of the Street Railway Review,
namely. Smith of New York.
Coeval with the pioneer Stephenson, Willard H. Smith,
of New York, began the manufacture of street railway
specialties on the site occupied at present by Lord & Tay-
lor's Grand-street store. This was in 1842. People
CHARLES G. S.MITH.
traveled in primitive manner then and were lighted in a
primitive way by primitive lamps made by the pioneer,
Willard H. Smith. They thought it was all very fine,
and so it was for the times, but what a change from style
No. I, if there was such, to style No. 50! From a whale
oil beacon to a grand combination electric and kerosene
illuminant! The cars then, have been illustrated by this
magazine and the only regret is that we cannot show also
the evolution of car lighting.
Mr. Smith of New York, was an honest, upright man
and fruits of honesty and uprightness came to maturity
with the extension of street railways until where ever on
this round globe street cars are known, Smith of New
York is known also.
248
^tied/l^yailM^j\eyiev/
From Grand street, New York, Mr. Smith moved his
factory to 42 and 44 Fulton street, Brooklyn, the older
quarters becoming too small for a rapidly increasing
trade. The factory was first established in 1S42, but in
1869 a second call for more space made Mr. Smith seek
room more according to his strength. So the five story
building at 350 to 352 Pearl street, New York, was
schools and his business training in his father's office.
Having thus mastered the essentials of the trade, he spent
eight years in extensive travels through the United States
and Canada, seeing all that is of interest and profit in our
wonderful countr}^.
Mr. Smith is an active, energetic and accomplished
business man. His capabilities are not alone those of an
OFFICE AND GENERAL SALES ROOMS, SMITH FACTORY.
secured, and from that day to this, 24 j'ears, the Smith
manufacturing interests have there resided. From this
factory lamps have gone to the four corners of the earth
and nations in darkness have been able to read the even-
ing newspaper on their way home on account of the
enterprise and workmanship of Smith, of New York.
Besides being undoubtedly the first manufacturer of
street railway lamps. Smith of New York, claims the in-
troduction of the center lamp in street cars.
Willard H. Smith died December 5, 1882, and upon
office man and manager but as a commercial traveler and
inventor. In the former vocation he has been a distin-
guished success, having sold one of the largest bills of
goods ever contracted for at one time in this line, namel}',
$6,000 worth to the West End Street Railway Company,
of Boston, shortly after the consolidation of that system.
In the latter mentioned role he has devised and patented
a number of improvements in the car illuminating line.
A Street Railway Review artist obtained the
views herewith given of the Smith factorv. The first en-
SCENES IN THE SMITH FACTORY.
his demise his'widow, Mrs. Josephine D. Smith and his
son Charles G. Smith, took up the business. The active
management of course devolved upon Charles G. Smith,
who was born in i86i,and was therefore but 21 3'ears
of age at the time of his father's death. Charles G.,
however, was well fitted to follow in the business, having
obtained his education in the excellent Brooklyn public
graving represents the neat otTice with its display of lamps
and fixtures, while to the left is the sample room, whither
the purchaser is conducted to make his selections from
the stock. The engraving of the operating rooms of the
factory give only selections of the busy place where 80
men are employed, giving light to the world that would
otherwise perhaps travel in darkness.
(^K^tlF^aiWiiy-u^A/kW'
249
CAUGHT ON THE RUSH TRIP.
American Street Railway Association.
D. F. LONGSTKEET, President. Denver. Col.
OR. A. EVERETT, First Vice-President. Cleveland. O.
JOEL HURT, Second Vice-President, Atlanta. Ga.
W. WORTH BE-\N. Third Vice-President, St. Josepti, Mich.
WM. J. RICHARDSON, Secretary and Treasurer, Brooklyn, N. Y.
ExECUTiTE Committee— The President. Vice-Presidents, and John G.
Holmes, Pitlsburf;, Pa ; J. D. Crimmins, New York City; Thos. Minahy, Lonie-
ville. Kv.; Jas. R- Chapman, Grand Rapids. Mich., and Benj. E. Cuarlton-
Hamilton, Ont.
Next meeting, Exposition Building, Milwaukee, third Wednesday in October.
Massachusetts Street Railway Association.
Pre.sident, Charles B. Pratt, Salem; Vice-presidents, H. M. Whitney, Boston,
Amos F. Breed, Lynn. Frank S. Stevens; Secretary and Treasurer, J H. Eaton,
Lawrence.
Meets first Wednesday o£ each month.
Ohio State Tramway Association.
President A. E. Lano. Toledo; Vice-president, W. J. Kelly, Columbus; Secretary
and Treasurer, J. B, Hanna. Cleveland; Chairman Executive Committee, W. A.
Lynch, Canton. O.
Meets at Cincinnati on the fourtli Wednesday in September, 1693.
The Street Railway Association of the State of
New Jersey.
President, John H. Bonn, Hoboken; Vice-president, Taos. C. Barr, Newark,
Secretary and Treasurer, Charles Y. Bamfoed, Trenton; Executive Committee,
Officers and C. B Thirston, Jersey City; H. Romaine. Paterson; Lewis Per-
RINE, Jr., Trenton.
The Street Railway Association of the State of
New York.
C. DENSMORE WYMAN, President. Now York.
D. B. HA8BR0UCK, First Vice-president, New York.
J.\S. A. POWERS. Second Vice-president, Glen Falls.
W. J. RICHARDSON. Secret.iky and Tre (surer, Brooklyn.
ExEOOTlVE Committee. ~D. F. Lewis. Brooklyn; John N. Beckley, Rochester.
J. W. McNamara, Albany.
The next meeting will be held at Rochester. September 19. 1893.
Pennsylvania Street Railway Association.
JOHN A. COYLE, President, Lancaster.
JOHN G. HOLMES. Vice president. Pittsburg.
H. R. RHODES, Second Vice-president. Williamsport.
L. B, REIFSNEIDER, Secretary, Altoona.
WM. H. LAN10N8, Treasurer. York.
Next meeting, Harrisburg, September 6, 1893.
Alabama.
Mobile, Ala — Light and railway comiianies consolidate as the
Mobile Light & Railway Company. Officers, John Wilson, of Leaven,
worth, Kansas, president; J. H. Wilson, of Mobile, vice-president and
general manager, and A.J. Peaper, secretary.
MouiLE, Ala. — R. Semmes, of the Street Railway Company, has
made all his electrical contracts in New York.
Arkansas.
Pise Bluffs, Ark. — Car house of Citizens' Street Railway burned
with seventeen new cars, harness, tools, etc. Loss $20,000, insurance
|2,000.
Canada
Toronto, Can. — Toronto iV .Scarboro Electric Railway will build two
miles o£ road from Woodbine. Tenders called for.
California.
Yuba City, Cal. — Marysville and Y. C. Railway Company granted
franchise over city streets.
Chicago.
Chicago. — Organized; American Reflector & Lighting Company
by Perry Landis, W. A. Toles, Robert L. Tatham.
Chicago, III — Incorporated: The American Car Si Railway Con-
struction Company ; capital stock, $1,200,000; for the manufacture of
rolling stock, appliances, and supplies for railways. Incorporators, Wat-
son Tranter, William A. Conover, and J. G, Wolf.
Chicago. — The Jefferson Railway ordinance has been recommended
for passage.
The Chicago & Englewood Electric Street Railway ordinance
amended and recommended for passage.
Southwest Chicago rapid transit ordinance passed.
Chic-igo & Hammond Railway Company granted its franchise.
Chicago. — Organized: The Citizens' North Side Rapid Transit Com-
pany; capital stock, $5,000,000. Cable or underground, electric cable or
elevated railways in Chicago, by Ed,vard A. Blake, 362 Dearborn,
Augustus Neuman, J. L. Flannery, A. W. Ring, R. S. Elder, John C.
Morper, and William Hudson.
Colorado.
Denver, Col. — The Arapahoe County Railway asks for franchise
to the business district of Denver.
Denver, Col. — Franchise granted the Denver 6i Westininster Rail-
way to use horse, cable, or electric. H. T. Mayhatn and J. W. Downing
give $10,000 bond.
Denver, Col. — The Coalfax council grants town franchise to the
Denver, Lakewood & Golden.
Trinidad, CoL — It is reported that the new company here will
extend to Starkville and Sopris; $50,000 is to be subscribed here.
Delaware.
Dover, Del. — The Peninsula Electric Railway, Light & Power
Company asks incorporation. Wants to run line of railway the whole
length of the state and establish light and power plants.
Lonaconing, Del — ^J. H. Johnway, Jr., and J. Oliver Stokes, of New
York City, and J. J. Bell, of this place, have laid out electric line here.
Wilmington, Del. — Permits issued to the Traction Company to
build on Thirteenth and Fifteenth streets and to Gray's Ferry.
Illinois.
Alton, III. — New electric railway people will make several exten-
AuRORA, III. — The street railway will run cars to Elliott Grove next
summer.
Centralia, III — President S. N. Pierce, of this city, is vigorously
working for the Centralia-Odin road.
Colchester, III — The Colchester Electric Light & Power Com-
pany increases its capital to $i2,coo.
JoLiET, III. — Thejoliet Street Railway Company has increased its
capital stock to $300,000 for the purpose of improvements and exten-
sions
Jacksonville, III. — Organized: The Springfield, Jacksonville &
Winchester Electric Railway. Principal office here. Jas. F. Self, Geo.
F. Huffaker, Warren Case, Jacksonville; John Gibbs, Scott County, and
S S. Dewes, Alexander.
Peoria, III. — The Wyoming Eletric Light & Power Company, at
Peoria; capital stock, $15,000; operate electric light pLmt in Wyoming,
III., furnish light heat, and power; incorporators, E. 13. Hillman, H. T.
Hays and L. B. Bradley.
Peoria, III. — Property owners subscribe $iS,ooo for a line on Eliza-
beth street and appoint J. W. Hill, Delos Brown, H. T. Cotes, L. A.
Houghton, W. C. Edwards and R. M. Hanna a committee to arrange
with any company or person for building and operating the line.
PoNTiAC, III. — Incorporated: The Pontiac Electric Light, Heat A.'
Power Company; capital stock, $40,000; incorporators, Henry A.
Foster, C. M. Hamilton and A. P. Foster.
Springfield, III.— The City Railway sold to a syndicate represented
by G. Van Ginkle, of Des Moines, la,, and C. K. Minary, of Louisville.
C. K. Minary will be general manager.
250
(^txcctlF(aiWi^
Indiana.
EvANSViLLE, Ind. — A ncw car shop and repair shop is to be built by
the companj here about April i.
Go&HEN, In'd. — Indiana Electric Power Companv granted franchise
for electric here. Company will run independent lines to Elkhart. Ten*
miles distant.
Jefferson, Ind. — The Jefferson Electric Company has incorporated
with a capital stock of $20,000; officers are George Grimm, president;
Jos. Stoppenbach, vice president; Geo. J. Kispert, treasurer.
LoGANSPORT, IxD. — The Logansport Electric Street Railway has
secured right-of-way to fair grounds. The same company will build a
new power house soon.
Martinsville, Ind. — H. Stevenson, of Indianapolis, is here to sur-
vey and plan for thirty miles of electric to Indianapolis. Eastern
capital.
MuNiCE, Ind. — Lew Wallace, Jr., of New York, representing Munsie
Motor Line, asks for more franchises and permission to electrify.
Peru, Ind. — The Peru Street Railway Company regularly incorpor-
ated by H. Brownell, R. A. Edwards, R. H. Bouslog, G. H. Geves and
W. S. Mercer. Tlie Elmwood Land and Improvement Company, of
Miami county, tiled articles with $40,000 capital stock. The directors
of it are the three first named directors of the Peru Street Railway
Company.
Peru, Ind. — Peru Street Railway Company organized by R. A.
Edwards, president; S. C. Mercer, vice-president; R. II. Boustog, sec-
retary, and C. H. Brounell, treasurer. The capital stock of the company
is $50,000. The company is to give the city a bond for $10,000 before
beginning work.
Richmond, Ind. — Isaac A. Gorman is the new superintendent of I he
street railway. Four miles new tiack is to be laid shortly.
Richmond, Ind. — The street railway here sold by J. C. Shaffer to St.
Louis parties. John F. Miller, of this place, will probably be superinten-
dent and extensions and betterments will be made.
Iowa.
DuBUtiUE, Ia. — Allen *.V: Swiney lines sold to tlie Old Colony Trust
Company for $225,000. Company will b2 re-organixed and entire new
equipment supplied. Some say this means consolidation. J, S. Cum-
mings and Joseph Burry,both of Chicago, represent the Old Colony and
the General Electric.
Ft. Dodge, Ia. — E. G. Larson, et ah, apply for electric railway fran-
chises.
Iowa City, Ia. — The Haines brothers and Sam. J. Tilden, Jr., of New
York, through their attorney C. S. Ranck, of this place, asks street rail-
way franchise.
Muscatine, Ia. — T. L. Seevers has been made manager of the St-eet
Railway Light & Power Company,
Toledo, Ia. — T, L. Seevers, of Oskaloosa, la., has accepted the
Foledo-Tama franchise and will build road soon.
Waterloo, Ia. — The Waterloo Street Railway Company contem-
plates electricity, G. A. Whitney, president.
Kansas.
Atchison, Kas, — President Chaliss says capitalists will buy dummy
line on Main street. Will be equipped for the freight line. Steam
dummies and freight cars needed.
Junction City, Kas, — C. C. Adams, of Kansas City, with two
hydraulic engineers and an electrician, were looking at the Fogarty dam
and the electric railway route, and making estimates last week.
Kansas City, Kas. — The elevated filed acceptance of ordinance giv.
ing extensions.
Wichita, Kas. — At last the electric street railway will extend to Lin-
wood Park The extension is to be made this summer.
Wichita, Kan, — The Citizens' Electric Light Company and the Elec-
tric Street Railway Company consolidated. Chas, E. Dustin, of Hart-
ford, Conn., president; J. W. O'Neill, secretary and manager.
Kentucky.
Covington, Ky. — H. H. Hardy and attorney Mack have been granted
20-year franchise on certain streets. Must operate in twelve months.
Louisville, Kv. — The New Albany council will concede use of elec-
tricity to the K, & I Bridge Company. Col. B. H, Young says will
begin immediately.
Maysvii.le, Ky. — U. S. Marshal, D.J. Burchett will sell the Mays-
ville Electric, March 2S, to satisfy damage claim of $2,000. Road three
and one-half miles, Westhouse system, seven, c. ; Secretary R. A.
Cochran.
Louisiana.
New Orleans, La, — The Carrolton Railroad Company will apply
for permission to extend to Southport.
Massachusetts.
Boston, Mass. — Lee, Higginson & Co., and other bankers in New
England, offer subscription of $5,000,000, Providence & Pawtucket
Street Railway bonds, 5 per cents.
Brockton, Mass. — Four street railway companies organized; Brock-
ton & Bridgewater Street Railway Company: Capital, $200,000; direc-
tors, Hosea Kingman and J. C. Leach, of Bridgewater, AltVed A. Glasier,
J, P. Campbell and Allston Burr, of Boston, J. H. Morse and H. B.
Rogers, of Brockton. Brockton & Stoughton Street Railway Company :
Capital, $150,000; directors, Charles Tenney and George F. Walker, of
Stoughton, Alfred A. Glasier, Geo, H. Campbell and Allston Burr, of
Boston, J. P. Morse and H. B. Rogers, of Brockton. Brockton & East
Bridgewater Street Railway Company : Capital, $100,000; directors,
Aaron Hobart and R. P. Harris, of East Bridgewater, Alfred A. Glasier
Geo. H. Campbell and Allston Burr, of Boston, H. B. Rogers and John
R. Morse, of Brockton. East Bridgewater & Bridgewater Street Rail-
way Company: Capital, $100,000; directors, James C. Leach and
Hosea Kingman, of Bridgewater, Aaron Hobart and R. O. Harris, of
East Bridgewater, Alfred A. Glasier and Geo. H. Campbell, of Boston,
H. B. Rogers, of Brockton.
Clinton, Mass. — Meeting of the Clinton Street Railway Company
at the ot^ce of Harold Parker resolved on the revision of Iranchise and
beginning of work,
Dartmouth, Mass. — The Dartmouth vt Westport Street Railway
applies for franchise on Dartmouth streets.
Worcester, Mass. — Worcester Construction Company organized to
build street railways and pave streets. Capital, $20,000. Officers:
President, C. A. Richardson; treasurer, C. O- Richardson; clerk, W. L.
Kendall; offices in the Case Building.
Michigan.
Bay City, Mich. — Officers lof the Bay City elected; W. B. McKin-
ley, Chicago, president; H. H. Norrington, West Bay City, secretary.
Detroit, Mich. — The Citizens' Street Railway Company will spend
$500,000 in betterments, especially new track work.
Detroit, Mich. — The village of Royal Oak has given franchise on
its streets to the Metropolitan Street Railway Company, of Detroit.
Kansas City, Kas, —The L road will present ordinance for exten-
sions.
Grand Rapids, Mich. — The North Park Electric Railway Company
will make an important extension across the river. New bridge to be
built. Entire cost of extension will be $25,000. Geo, W. Thaver and
C. C. Comstock director's committee.
(^ticd^lJ^aiWa^
•251
Port Huron, Mich.— J. U. White, F. L. Wells, L. A. Shenjian,
Harvev Sparling, S. T. Bojce, et. a!., granted exclusive francliises for an
electric line.
Port Hl'Rox, Mich. — L. A. Sherman, one of the promoters of the
Port Huron-Marine Citv line sa/s that the Grand Trunk is not inter-
ested and that the line has good prospects.
Minnesota.
DuLUTH, Minn. — Duluth Street Railway Company will change all
incline machinery this summer. E. P. Allis will put in the new plant.
New track will be laid from Fourth to Superior on Twelfth.
DuLUTH, Minn. — The Duluth lines have absorbed the Superior and
West Superior roads.
St. Paul, Minn.— A. R. McGill, C. H. Pratt, W. W. Clark, A. C.
Bruce, J. B. Jett, W. McMurran, et al., will run an interurban to Minne-
apolis, electric. Twin City Rapid Transit Company agrees to proposi-
tion. Work to begin soon after April i.
Missouri.
Carrolton, Mo, — The council has granted a franchise to F. T.
Crouch for a dummy line between Carrolton and Ihe Wabash depot.
Carthage, Mo. — Ordinance granting C. L. Bartlett electric lights on
Carthage streets passed over mayor's veto.
Carthage, Mo. — F. G. Flanagan, G. B. Paxton and S. A. Hemin-
wav, of the Joplin, and S. O. Heminway, of St. Louis, incorporate the
Joplin & Rex Street RaiKvay Company at $50,000.
Kansas City, Mo. — -Forest Hill Electric Railway Company funds
nearly raised. Papers soon to be applied for.
Kansas City, Mo. — Indiana avenue horse line abandoned and track
torn up. Metropolitan has always operated the road. A. B. Smith,
New Bedford, Mass., nominal president.
Kansas City, Mo. — Preparations made to build additions to power
house of West Side road. Extension from Minnesota avenue to be made
in sixty days.
Louisiana, Mo. — A St. Louis syndicate, represented by Jas. O. Broad-
head, W.J. Dougherty and O. C. Brison, has secured an eighteen mile
franchise between Louisiana and Ashley. Work begins immediately.
Ore(;on, Mo. — A street railway of some kind would do paying busi-
ness between Oregon and Forest City. Two hack lines make money
Population of Oregon 1,000. Forest City 500.
St. Louis, Mo. — D. G. Hamilton, Chicago, and Robt. McCuUoch and
S. P. Gait, of St Louis, incorporate the -South Western Railway Com-
pany at $3,000.
Montana.
BdTTE City, Mont. — Montana Electric Company incorporated by
John O'Rourke. G. T. Schmelzel, S. B. Smith, W. T. Jackson, V. E.
Poissant and C. L. Smith. Capital stock, $50,000. Principal office at
Butte, Business to be done in Silver Bow County and other places, in
railway, light and power plants of every kind.
Nebraska.
Omaha, Nek. — The Courtland Beach Company has let contract for
the buildin-j of this new line. Assistant General Manager De Long, of
the East Omaha Company, has made several contracts for material in
St. Louis.
Omaha, Neu, — The Sprague Electric Motor Company and the West-
ern Engineering Company bring suit against the Plattsmouth Street
Railway Company for debt on equipments.
New Hampshire.
CoN'CORD, N. H. — Henry E. Chamberlain, formerly of the Boston &
Maine railroad, elected superintendent of the Electric railway.
Laconia, N. H. — Bela Keniston, superintendent street railway com-
pany, says that extensive improvements are considered, including elcc-
tricitv, in a short time.
New Jersey.
Jersey City, N. J.— Hudson & Bergen Traction Company, capital
$5,000,000, organized by Myles Tierney, Theopilus Butts and Albert C
Wall, Will try to obtain thirty-six routes in Hudson and Hoboken, buy-
ing the Nortli Hudson Company Railway.
Newark, N. J. — New Jersey Traction Company formed with E. F. C.
Young, Jersey City, supposed to represent the Hudson county lines:
Bernard Naighton, representing Elizabeth lines, and Jeremiah O'Rourke,
Newark. Spencer Weart, the counsel for the Crimmins syndicate, paid
the $30,oco fee.
Newark, N.J. — The car house of the Newark tV Orange Electric
Railway, at Raseville, burned. Loss, $150,000.
Orange, N. J. — W. A. Tucker, Boston, banker, Alfred P. Foster,
Cincinnati, and Frank W. Child, Orange, have taken control of the
Orange, Crosstown & Bloomfield and the Orange Valley Street Rail-
way. Will build long extensions.
Rahway, N. J. — The Canada Car Company, of Carteret, will build
electric railway to unite with the Rahway Electric, which is incorpor-
ated bv C W. Bovnton, Henry Mauerer, Henry G. Wolcott, William
Howard, N. E. Mead, Jr., D. K. Ryno and Jackson Jacques. Population
of Rahway is 7,100
Rahway, N. J. — Two companies fighting for franchises, one made up
of C W. Boynton, William Howard, Jackson Jacques, the other by E.
S. Savage, banker, Rahway, Harry Simmons, Thos, Potter, Chas.
Oliver, et al., Rahway.
Trenton, N.J. — Option for thirty days given to Boston parties on
the Orange Crosstown & Bloomfield Railway Company equipment.
Road to be extended and electricitv introduced.
New York.
Albion, N. Y. — A citizen's meeting, at the office of Signer & Wise
resolved to build a street railway from Albion to Westport.
Buffalo, N. Y. — Buffalo & Niagara Falls Road organized at
|i, 000,000; W. Caryl Ely, of Niagara Falls; Frederick Swift and Wen-
dell Goodwin, of New York City ; Willard P. Whitlock, of Elizabeth, N.
J. ; George H. Wirth, James W. Norton and John S. Shepard, of Brook-
lyn, and Joseph A. Powers, of Lansingburg.
Gravesend, N. Y. — Coney Island & Gravesend Railroad Company
organized at $350,000, to operate thirty. five miles of street railway.
President, S. S. Williamson; treasurer, John Curran; secretary, Fred E.
Bader; counsel, Geo. W. Roderick. Much of the track will be laid out-
side of Coney Island.
Jamestown, N. Y.— The Jamestown & Gloversville Horse Railway
has voted the issue of $50,000 additional bonds.
Kingston, N. Y. — Benjamin Van Steenburgh, 53 Broadway, buys the
Platz Pike and will turn it into an electric railway and put in electric
light plants.
Syracuse, N. Y.— W. R. Kimball, Cincinnati, says that Salina street
will be equipped soon with electrics; this begins the new system.
North Dakota.
Fargo, N. D.— J. H. Bowman, representing St. Paul and Eastern par-
ties, applies for electric franchise between Fargo and Moohead.
Ohio.
Akron, O.— The J. F. Sieberling Company granted franchises for a
line to Cuyahoga Falls.
BucYRiJS, O.— A Mr. Beatty, of Springfield, Mo., agrees to build the
Galion-Bucyrus line of the two cities. Will give 1 10,000,
Cincinnati, O.— President Kilgour, of the Consolidated, says that
the company will put on two hundred open cars this summer and
change existing horse lines to electric.
Cleveland, O.— The entrance of Tom L. Johnson's lines into the
combine will make several extensions and new lines necessary.
(^l^iid.lF^iUv^lfyevim^
Cleveland, O. — The Cleveland Electric Railway Compi-iny has
organized as the successor of the E. C. & B. N. Electrics. Capital stock
$6,500,000. Of the stock the East Cleveland stockholders will receive
$4,500,000 and the Broadway stockholders $J, 000,000. The property
will be bonded for $1,500,000, ot which $449,000 will be the share ot" the
Broadway Company. The officers of the new company will be as fol-
lows: President, H. A. Everett ; vice-president, Horace A. Andrews,
secretary, R. A. Harman; assistant secretary, L. E. Beilstein ; treasurer,
James Parmelee; electrical engineer and purchasing agent, C. W.
Wason ; superintendent, John J. Stanley. The executive committee is
requested to consider some large e.xtensions and improvements.
Cleveland, O. — Major I. S. Fate, this city, is working up an electric
line to Powderly.
Dayton, O — The Fifth Street Railway Company has ordinance
under way extending life of franchise and obtaining rights on new
streets.
Dayton, O.— -Stockholders of Dayton Traction Company organize
with president, Dennis Dwyer; vice-president, O. B. Brown; Wm. Huff-
man, general manager; Walter M. Smith, superintendent; Fred. Rei-
bold, treasurer; O. M. Gottschall, secretary.
Green Springs, O — B. F. Myers, of Tiffin, applies for franchises of
village streets. B. M. Reed, town clerk.
Kenton, O. — D. Flanagan, of this place, says his railway is a sure
thing.
Massillon, O. — Chas. Stesse, W. K. L. Warwick, W. B. Humberger
and Otto Young intend to build an electric line to Navarre.
Napoleon, O. — ^W. H. Dore, attorney for the great Ohio Electric
Railwav Combine is getting right-of-way in this section. G. W. Kerper
Cincinnati, R. W. Brown, Tiffin, and Ex-Governor Foster are interested
Navarre, O. — Until April 20 proposals will be received by ^. J.
Walker, village clerk, for construction and operation of route number i
of street railway for twenty-five years. Bids must be so marked. Bids
will also be received by Walker for a line from Massilon to Navarre
over the highway. Bids must be so marked.
NoRWALK, O. — Organized: The Norwalk & North Fairfield Electric
Railway Company, by Hon Jno. A. Williamson, Harry H. G. Hoyt,
Hon. c' P. Wickham, Rev. Dr. T. F. Hildreth, J. F. Lonning, Hon. S.
E. Crawford and Frank H. Evans. The road will eventually connect
with the Big Four road later on to Mansfield and other points. Line
will be built and controlled by Norwalk men.
PiQUA, O. — Chief Engineer W. T. Calwell, Cincinnati, and force begin
operations on the Troy-Piqua line.
Toledo, O. — A. M. Woolson proposes to utilize the street railway
tracks on Orange street, now abandoned, and turn it into a steam
suburban line.
Toledo, O. — It is said that J. K. Tillotson has placed $600,000 in
bonds with the General Electric for the Put-in-bay Southern long line
Upper Sandusky, O. — ^J. B. Sprague has completed right-of-way for
the Port Clinton i; Upper Sandusky Electric Railway.
Warren, O. — The Trumbull Electric Railway granted franchises on
a number of new streets.
Wellston, O.— Wellston Belt & Street Railway Company incorpo-
rated at $160,000. Henry Wells, president.
Zanesville, O.— The Electric will be extended from Seventh street
to the Brown works.
Oregon.
Thomasville, Ga. — A. T. Mclntyre, Jr., Dr. I. Mclntyre, W. H.
Mitchell and T. C. Mitchell are directors of the new Electric Railway
Company. Hold property, franchises, etc., of the old horse line. To
begin immediately to change.
Pennsylvania.
Allkntown, Pa. — Mayor Lehr has signed two franchises giving the
Lehigh Valley Traction Company and the Philadelphia & Allentown
trunk line permission to enter city. Power house to be built here.
Bethlehem, Pa. — The Allentown & Bethlehem Rapid Transit Com-
pany contemplate extensions on Main street.
Bridgetown, Pa. — The Rapid Transit Company has decided to
accept the franchise recently granted for the Bridgetown & Millville
road.
Dovlestown, Pa. — The Philadelphia & Allentown Company fran-
chise here passes second reading.
Easton, Pa. — The Easton Transit Company leases the College Hill
road, owned by H. C. Hand and W. H. Jessup, of Scranton. New own-
ers will rebuild the road.
Edinboro, Pa. — Cambridge & Edinboro Street Railway Company
organized by Di\ S. B. Hotchkiss, Edinboro; W. D . Rider, Jr, Cam-
bridge; Chas. Fahr, Dr. Cyrus See, John Shyrock, H. H.Thompson and
F. R. Shyrock, of Meadville, at $50,000. Total population 1,300.
Jenkintown, Pa. — Franchise granted to the Electric Trolley Rail-
way. Work will begin soon.
Jessup, Pa. — Organized: The Jessup Rapid Transit Company to
build four-mile road, by John J. Sweeny, Michael Gallagher, P. J. Burke
and P. B. Gilmartin, Winton Borough; W. G. Robertson, Dunmore,
and J. W. Smith, Peckville ; D. H. Barry, Scranton.
Meadville, P.\. — Organized: The Meadville Street Railway Com-
pany, to run through the streets of Meadville; capital, $30,000. The
officers are George D. Trawin, president; H. H. Thompson, John J. Shy-
rock, Charles Fahr, F. R. Shyrock, Dr. Cyrus Lee, Meadville.
Middletown, Pa. — The officers of the new electric road are: Presi-
dent, John W. Rife; vice-president, Walter H. Kendig; secretary, Geo.
H. Grove; treasurer, Edward M. Hoflfer.
Pittsburg, Pa. — A line from Natrona to Parnasus is on the tapis.
The line will be six and one-half miles long, and the officers are: Pres-
ident, J. C. Whitla; vice, E. G. Waters, general manager of the Pitts-
burg branch of the General Electric; treasurer, John T. Reeves; direc-
tors, G. F. Greenwood, superintendent of the Pittsburg & Manchester
Street Railway, et al. Capital, $400,000. To build a big bridge.
Philadelphia, Pa. — N. H. Larzelere, of the Schuylkill Heights Rail,
way Company, has secured rights from here to Conshohochen.
Philadelphia, Pa. — The Manayunk & Wissahickon Electric Railway
Company, organized in 1S91, will begin construction within two weeks.
Officers of the company, Peter Liebert, president; Isac Wilde, vice-presi-
dent; John Flanigan, secretary and treasurer.
Philadelphia, Pa — The Philadelphia & West Side; Forty-second
Street & West Park; and the Forty-ninth Street & Westminster Avenue
Railway Companies granted rights to lay tracks and use the trolley.
RiDGWAV, Pa. — Organized: The Ketner, Elbon^& Shawmut Rail-
road Company, Ridgway; capital, $500,000. The officers are: B. E.
Cartwright, president; D. Dalliver, W. H. Newton, C. S. Tucker, H. A.
Miller, John W. Hall, Alfred Herdman, H. W. Childs, Ridgway.
RovERSFORD, Pa. — Incorporated: The Royersford & Spring City
Street Railway, to run from Royersford across the bridge over the
Schuylkill river to Spring City; capital, $12,000; directors, G. Mortimer
Lewis, Wilkesbarre; Henry M. Brownback, Norristown; C. J. Lewis,
Philadelphia; Henry G. Kulp, Pottstown ; E. L. Hallman, Royersford,
and Wm. Albright, Spring City.
SouiH Bethlehem, Pa. — ^J. K. Page and A. L. Johnson, of Cleve-
land, of the Lehigh Traction Company, will build line of two miles, here
to Coplay.
(^tuctl%ika;y5^
dew
253
Rhode Island.
WooNsocKKT, R. I. — Coiporations committee of the legislature
reports favorably the bill to authorize the Woonsocket Street Railway
Company to use electric power, increase stock to 1400,000, and extend to
Cumberland and North Smithfield.
South Carolina.
Charleston, S. C. — President Passaliagiie, of the Enterprise Street
Raihvav Company, says that the Great Western Electric Company, of
Chicago, makes an offer to gain control of the line and electrify.
Jessup, of New York, who now owns control will accede.
M.K.
Florence, S. C— Columbia street railway plant here bought by the
Florence Street Railway & Suburban Company. Mr. Moise, C. E , of
Sumter, is now laying out new lines; four and one-half miles track
already built and six cars.
South Dakota.
Deadwood, S. D. — Anson Higby, cashier Deadwood National Bank
promotes a scheme for electric to Lead City. Franchise is granted, and
road said to be backed by Nebraska parties.
Tennessee.
Chattanooga, Tenn. — All of struction removed
Divine will extend street railway to Base Ball Park.
and President
Texas.
Galveston, Tkx. — Chartered; Texas City Improvement Coinpany
at $2,000,000, bv A. B. Wolvin and six others, of Duluth, Minn. F. B.
and F. L. Davidson, of Galveston, and E. B Fredrick, of Michigan, to
build street railway and electric light plants and other enterprises on the
west shore of Galveston Bay.
Harrisburg, Tex.— J. M. Dorrance, C. H. Milby, T. J. Collins,
Andrew Dow and H. A. Jones, of Houston, and G. W. Smith, of Bryan,
will build electric from Harrisburg to Houston.
Tyler, Tex. — The street railway has been levied on for a small deed
of trust in favor of the Galveston Street Railway Company. Matter
will be adjusted, says Major Douglass.
Utah.
Logan, Utail— J. Z. Stewart, Jos. Kimball and Edward Hanson asks
for franchise on Logan streets.
Virginia.
Norfork, Va. — Street lines sold to Arthur Luetchford and Murray
A. Verner, of Rochester, N. Y., who will electrify.
Washington.
Seattle, Wash. — E. F. Whitller and Fred E. Sander ask for permis-
sion to lay an electric line to connect Walla Walla with the Edmiston
road.
West Virginia.
Wheeling, W. Va.— Lewis Steenrod, Thos. O'Brien, John Clator et
al., plan an extensive suburban addition to city with street railway, pike
road, etc.
Wisconsin.
Milwaukee, Wi.s. — The Cudahy Belt Line incorporated at $Co,ooo,
by Hugo Koefller, E. E. Rogers, G. B. Seaman, A. L. Gilbert and H.
A. Martin.
Milwaukee, Wis. — H. C. Payne and C. C. Rogers are said to be
interested in an interurban between Chicago and Milwaukee to join the
new Evanston road and the Milwaukee Consolidated. First section is
to be built to Racine from Milwaukee within two years.
Milwaukee, Wi.'>.— Bonus 01 $100,000 been raised and Wauwautosa
Motor line to extend to North Greenfield iminediately.
Milwaukee, Wis. — Col. Paul McWhorter is organizing an electric
road to Waukesha.
Milwaukee, Wis.— Richter Schubert and Dick have incorporated
the Wamvatosa Street Railway Company (electric); capital $25,000.
Neenah, Wis. — Council grants the street railway company right to
use any motive power but steam.
ESQUIMAUX AT JACKSON PARK.
Abraham Lincoln
When leaving his home at Springfield, 111., to be inaugurated President
of the United States, made a farewell address to his old friends and
neighbors, in which he said, "neighbors give your boys a chance."
These words come with as much force to day as they did thirty years
ago.
How give them this chance.'
Up in the Northwest is a great empire waiting for young, and sturdy
fellows to come and develope it and "grow up with the country." All
over this land are the young fellows, the boys that Lincoln referred to
seeking to better their condition and get on in life.
Here is their chance!
The country referred to lies along the Northern Pacific R. R. Here
you can find almost anything you want. In Minnesota and in the Red
River Valley of North Dakota, the finest of prairie lands fitted for wheat
and grain, or as well as for diversified farming. In Western North
Dakota, and Montana, are stock ranges limitless in extent, clotted with
tlie most nutrious of grasses.
If a fruit farming region is wanted there is the whole State of Wash-
ington to select from.
As for scenic delights the Northern Pacific Railroad passes through
a country unparalleled. In crossing the Rocky, Bitter Root, and Cascade
Mountains, the greatest mountain scenery to be seen in the United
States from car windows is to be found. The wonderful bad lands,
wonderful in graceful form and glowing color, are a poem. Lakes
Fend d'Oreille and Cocur d'Alene, are alone worth a trans-continental
trip, while they are the fisherman's Ultima Thule. The ride along
Clark's Fork of the Columbia River is a daylight dream. To cap the
climax this is the only way to reach the far-famed Yellowstone Park.
To reach and see all this the Northern Pacific Railroad furnish trains
and service of unsurpassed excellence. The most approved and com-
fortable Palace Sleeping cars; the best Dining cars that can be made;
Pullman Tourist cars good for both first and second class passengers;
easy riding Day Coaches, with Baggage, Express, and Postal cars, all
drawn by powerful Baldwin locomotives, make a train fit for royalty itself.
Those seeking for new homes should take this train and go and spy
out the land. To be prepared, write to
Chas. S. Fee,
G. P. & T. A.
St. Paul, Minn.
Thf- C. W. Hunt Company, 45 Broadway, New
York City, is doing a big business in its industrial rail-
ways for light and power stations. The uptown power
house of the Broadway Cable is using the Hunt system
for conveying ashes and coal to and from the boilers.
•254
^ticctll\ailM^li^ylcv/
ACME SHIELD FOR MOTORMEN.
AMONG the many recent inventions tending to
increase the comfort of motormen perhaps none
will be more acceptable and appreciated than the
" Acme Shield." An occasional shock, and even blood
poisoning has been known to result
from the driver grasping the brass han-
dle when suffering from a scratch of
skin abrasion on the hand.
The Acme shield is made of rubber,
to conform to the shape of the handle;
can be easily slipped on and removed
and fits the handle tightly. It is a com-
plete msiilator, and in addition to safety
and comfort, will soon pay for itself in
the saving on gloves. C. C. Lewis,
Cornhill and Washington streets, Boston, is the manu-
facturer.
THE IDEAL STEAM OIL REFINER.
THIS improvement in oil filters is the design of
Albert C. Darragh, manager of the well-known
Purity Oil Filter Manufacturing Company, of
Pittsburg. From his seven years' experience in the busi-
ness, he is well qualified to invent such a refiner. Refer-
ring to the illustration, the dirty oil is poured in the re-
ceiver A., and i.s strained down into the tube B and passes
to the bottom of the cham-
ber E., rising through water
until it reaches the top of the
tube F., when it runs down
to the bottom and rises
'through cold water in I.,
ready to be drawn off at J.
Steam is turned through the
coil in the bottom of E., so
that the water is kept hot.
This latter feature is the pe-
culiar characteristic of this
filter, the oil being refined
in hot water. It is claimed
that the oil has greater lubri-
cating qualities after passing "^
through this purifier than when new. There is nothing
to get clogged about this device, and it can be cleaned
in ten minutes when it is thought best to do so. It is
then as good as new. The simplicity and non-clogging
qualities of this refiner recommend it to all who want
something to work year in and year out without trouble
or repairs. Over 500 are in use, though it has only been
on the market a short time.
Thk gripmen of Philadelphia have organized as the
"Railway Employe's Protective Association of Philadel-
phia." The association expects to bring all Philadelphia
traction employes into the association to the number of
500.
THE CHICAGO & ST. LOUIS ELECTRIC
RAILWAY.
IT is something over a year since this pioneer high-
speed electric railway was formally started,
although such a route had been projected b}' Dr.
Wellington Adams several years prior to this. As soon
as it had been formally organized, however, the work of
laying out the route and obtaining the franchises was
begun.
The promoters of the enterprise considered that the
route between Chicago and St. Louis offered exceptional
facilities for this sort of a line. In the first place, it was
thought that if the time could be shortened between the
two cities, the passenger traffic of any line would become
very profitable. With a straight line across a country'
almost as flat as a billiard table, upon which lay the
richest veins of coal for furnishing the motive power, it
is eas}' to see that this route possessed many valuable fea-
tures.
La.st season a portion of the road-bed near the main
power-house at Edinburg was started in order to demon-
strate the feasibility of the proposed multiphase system.
Even so recently as this the announcement that a multi-
phase system of electric motors would be emplo)'ed
caused many cautious engineers to declare the plan im-
possible or at least improbable. Dr. Adams is deserving
of the greatest credit for the untiring zeal with which he
has carried the enterprise through to the prospect of
immediate success.
It is not difficult to see that the ordinary 500-volt, con-
tinuous current system, such as is universally employed
on the electric roads of this country, would not come up
to the requirements of a line of such length as this. How-
ever high the potential might be raised at the power
houses, it would be well nigh impossible to keep it at such
an even pressure as would be required by the motors for
effective service, without an immemense outlay of copper.
It was really the question of the ability of electricity to
become the motive power for the future high speed and
long distance railway.
It will be remembered that in 1891 several hundred
horse-power were transmitted from Lauffen to Frankfort,
a distance of 108 miles, at an efficiency of 72 per cent.
German manufacturers were the only ones who would
undertake to build multiphase equipment for railway work
at that time, and the order for the first trucks for the Chi-
cago & St. Louis electric road were placed in German}-.
Recently the General Electric Company have announced
their willingness to furnish the entire line with multi-
phase motors and guarantee them to travel at a speed of
100 miles per hour with perfect safety. It is understood
that negotiations with this company are pending, and that
their apparatus will be used on the line.
Construction work on the road, which has been sus-
pended during the severe weather of the past four
months, has been resumed on an extensive scale, under
the recent contracts with Garvej- Bros, and Bao-nell Bros.,
of St. Louis. These call for the completion of the entire
^ t{ectO\aiVxiy j^^
255
track construction within a year, at a cost of $5,500,000.
It is stated that a large force of engineers and graders
are to open the work in ten different places along the line.
A great deal of road bed material has lecently been pur-
chased. The company intends to push the work as
rapidly as possible, and expects to have a considerable
portion in operation by August, while the Fair is in prog-
ress. The line will be double tracked at first and later
on two additional tracks are to be laid.
NARROW GAUGE MOTOR.
THE needs of the narrow gauge railway have as
yet escaped the close attention of the electrical
companies. The General Electric Company, how-
ever, has recently designed and placed on the market a
new type of single reduction motor, designed especially
NAKROW GAUUE MOTOR.
for use on tramways and other places where a narrow
wheel gauge is desired. In general principle of design this
motor closely resembles the standard W. P. type, with the
exception that it has four poles, the two salient ones of
which are top and bottom and the two consequent poles at
the side of the frame. The armature, field spools, com-
mutator, brushes and all the trimmings of the motor are
entirely enclosed by the frame, and the armature bear-
ings are so designed as to allow of only a bare clearance
between the wheel of the truck and the sides of the
motor. These motors are wound for either 220 or 500
volts, and are rated at about 250 pounds horizontal effort
on a 20-inch wheel. The extreme outside width is only
about iS}i inches, so that the motor may be used on a
road of but 18-inch guage. The total weight of the
motor with gear and gear case complete is 680 pounds.
STREET RAILWAY PATENTS,
Selected list of patents relating to Street Railway Inventions, granted
during the past thirty days, reported especially for the Street Railway
Review, by Munn & Co., Patent Attorneys, 361 Broadway, New
York, N. Y.
ISSUE OF MARCH I4, 1S93.
Street Car, G. B. Bolton, Waverly, Mass 493,242
Side Guard for Vehicles, F. O. Blackwell, Boston, Mass _ 492,327
Electric'Locomotive, T. A. Edison, Llewellyn Park, N.J 493,425
Elevated Cable Rail Road, W. R. Heylmun, Rich Hill, Mo 493,500
Cable Grip, J. S. Patten, Baltimore, M. D 493»5'4
Cable Grip, S. A. Kneedler and O. Kneedler, Philadelphia, Pa. 493,551
Electric Railway Conduit and Contact, J. Davis and R. M.
Huntington, Denver, Colo 493,6i8
Electric Railway System, T. Harris, Detroit, Mich 493.623
ISSUE OF MARCH 21, 1S93.
Conduit Electric Railway, H. P. Feltrow, Columbus, 0 493,695.
Insulator for Trolley Wire, M. H. Hathaway and J. Kelleher.
Manchester, N. H 493>7i3
Conduit System for Electric Railways, E. Plazelton, Lansing
Mich. ,.. _ 493,716
Trolley for Electric Railways, J. F. Saitz, Baldwin, Pa 493,789
Converter System for Railways, A. DuBois-Reymond, Charlot-
tenburg, Germany. _ 493.914
Electric Locomotive, P. Philipsborn, Berlin, Germany 493,942
Electric Locomotive, P. Philipsborn, Berlin, Germany 493,9-13
Closed Conduit for Electric Railways, G. W. Von Siemens, Ber-
lin, Germany _ 493,948
Electric Car, C. Brown, Basle, Switzerland 49319*^9
Car Starter, K.J. Pibl and O. W. Hult, Brooklyn, N. Y 494,026
Elevated Railway Car, H. T. Pruyn, Hoosick Falls, N. Y. 494,081
ISSUE OF MARCH 28, 1893.
Sanding Device for Cars, D. A. Ghent and O. S. Colbran, Bur-
lington, ^Canada 494,136
Rail for Street Railways, W. T. Jennings, Toronto, Canada 494,144
Street Car Fender, T. C. Rice, Worcester, Mass _.. 494,165
Track Sanding Device for Street Cars, C. W. Sherburne, Bos-
ton, Mass _ 494,283
Electric Railway, J. C. Henry, New York, N. Y. 494,477
Driving Gear for Motors, J. C. Henry, New York, N. Y 494,478
Electric Car TrucK, J. C. Henry, New York, N. Y. ._ 494,479
Car Fender, H. T. Field, Boston, Mass 494,524
ISScIE OF APRIL 4 1893.
Cable Railway Curve, E. S. Hildebrandt, Baltimore, Md 494,635
Fender for Street Cars, L. Pfingst, Boston, Mass 494,689
Electric Railw^ay Trolley, E. Martyn, Detroit, Mich 494,721
Trolley Pole Catcher, E. L. Langheinz, Brooklyn, N. Y 494,871
SOMETHING TO BE PROUD OF.
THE complimentary sentiments expressed by the
Hon. Thomas B. Bryan, of the Columbian Exposi-
tion, in reference to the magnificent limited train
service between Chicago, St. Paul and Minneapolis, are
but the publicly uttered similar views of a great multitude
of other American citizens who have journeyed between
the Great Lakes and the Twin Cities of the Northwest,
via the Chicago, Milwaukee & St. Paul Railway.
We are a great people, who demand and obtain the
best of everything which can be purchased with money,
and the railway companies of the United States — particu-
larly of the west — are quick to respond to the desires of
the traveling public.
In no part of the world are there more superbly
equipped, electric-lighted, and steam-heated vestibuled
trains than those which run every day between Chicago
and St. Paul and Minneapolis, and between Chicago and
Omaha, via the Chicago, Milwaukee & St. Paul Railway.
25fi
(^iJied/ J\culway-lJ^yleW'
WORCESTER CONTRACTS.
STOCKHOLDERS, in session, of the North End
Street Railway Company, of Worcester, Mass.,
have awarded contracts to a number of firms.
The contracts for the rails for the extension have been
awarded to Lewis & Fowler, of Brooklyn, N. Y. The
contract for six open cars and one box car has been
awarded to Lewis & Fowler. The company has already
received three new Jones cars.
The company has asked the railroad commission for
an increase of capital from $60,000 to $110,000. This
increase will be used to make an extension to Clinton if a
franchise can be secured.
A BIG BELT LOAD.
% INCHES is a big width for a belt. C. A.
Schieren & Company thought so and the rail-
way company that hauled it thought more so.
No bo.x car was large enough to receive the burden, so
the affair was loaded on a flat car to take its place at the
World's Fair.
The belt used the hides of 450 cattle and required
twelve men to put it together.
SEATTLE NOTES.
A DEAL has been recently closed by which D. T.
Denny and his two sons, John B. and D. Thomas
Denny, who own the stock of the Rainier Power
& Railway Company, acquire control of the Seattle Con-
solidated Street Railway Company. The latter has
grown out of a primitive horse car company, until it now
owns about twenty-five miles of electric lines, radiating
all through the northern part of the city. Mr. Denny
was one of the original incorporators, but in 1887 L. H.
Griffith, of this city, and H. T. Blunck, of Davenport, la.,
bought the controlling interest, and in 1890 re-organized
it and bonded it for $1,200,000. In the last two years
Mr. Denny has paralleled the lines of the Consolidated
Company in the most thickly populated part of its terri-
tory with those of the Rainier Company, building a sys-
tem reaching from the heart of the city to Ravenna Park,
the most north-easterly suburb, eight miles out. As the
Consolidated line comes down Second street, the Rainier
line down Third street cut into the heart of its business,
while it had competition also from the Front street cable
and the West street electric roads. The consequence is
that all the roads mentioned have been losing money.
The Consolidated Company has recently been turned
over to Mr. Blunck and the other eastern stockholders to
manage, as they had been complaining of "Irish divi-
dends." Mr. Denny has now taken it off the hands of
both Mr. Blunck and Mr. Griffith by buj-ing their stock
and bonds, and will practically consoHdated the two sys-
tems, running cars alternately on the parallel lines, oper-
ating the whole from one central power station, building
branch feeders, and arranging a system of transfers in all
directions. Great economy will result from the central-
izing of the power supply, as the Rainier power house
adjoins the Western mill, also owned by Mr. Denny,
from which he will obtain fuel without cost by using the
sawdust and slabs.
M. Denney has just obtained an extension of the fran-
chise of the Rainier system to fifty years, and has
arranged with some Boston capitalists to float bonds
covering the whole of the two systems, with an aggregate
of over thirty miles of line. He is now negotiating with
the other two companies whose lines parallel his — the
Front street cable and the West street and North End
electric — with a view to securing control, and will then
have all the lines running north from the business center.
As all four lines traverse a section of the city which he
located as a donation claim forty-two years ago, when he
came here as one of the first party of settlers, and a large
part of which he still owns, he will be developing his own
property b)' perfecting the street railway .system.
WOODEN HAND STRAP HANDLES.
OODEN handles ha\e been added to the
hand straps in use on the Broadway, New
York, and are found to be very convenient.
These handles are pear shaped, as shown
in the illustration. The first few days they
attracted considerable attention, but it did
not take the passengers long to grasp the
situation and the handles.
The use of oil as a fuel brings up the question of the
manner in which it is applied under the boiler for pur-
poses of combustion. One method is that of burning the
hquid directly, a rather smoky and unsatisfactory one
under boilers. Another consists in forming a gas from
the liquid before it enters the combustion chamber, a
method not extensively tried as yet. The third by
"atomizing," or breaking the liquid up into fine particles
by means of steam or air jets. Steam jets seem to be the
most popular on account of their convenience, air requires
the use of a compressor.
(^ ticct J\aiWay li^Vlew^
257
THE NEW HAVEN CAR REGISTER.
AMONG the recent candidates for railway favor, and
a concern whose device is attracting no small
attention, is the New Haven Car Register Com-
pany, of New Haven, Conn. In the construction of this
register it has been the aim of the makers to produce a
strictly high-class, compact and durable machine, and also
to make its exterior attractive and ornamental, so as to
be fully in keeping .vith the finest class of cars built. An
absolutely positive action is guaranteed, as an automatic
device controlling the operation of registering and ring-
ing makes it impossible to register without ringing, or to
ring without registering. And
yet this has been accomplished
with a very simple construction,
and parts all interchangeable
and made of the finest selected
materials only. The exterior is
speciall}' attractive, being made
of solid cast bronze, either pol-
ished and lacquered, or nick-
eled, as desired, which will re-
tain the same finish when in use
as when first unpacked. Dials
are of finely beveled French
plate glass.
Compactness has also been considered in this register,
which is onlj- 8^ inches high by 5j4 wide and 5 inches
deep. The numerals are plain, and can be read in any
part of the car. They are i inch long for the fare and
5-16 inch for the totalizing numerals. The latter may be
concealed or not, as desired. The completeness of reg-
istration is noticeable and will be appreciated. It registers
the number of tri])s; shows the direction; indicates trip
fares to 1,000 and totalizes to 100,000. The number of
registered trips makes the compilation of car mileage an
asy matter.
A locking device prevents fares from being rung up
during absence of the conductor. Each register has a
four-tumbler lock and special key. Before leaving the
factory each machine is carefully tested at the rate of 185
fares a minute. The works and offices are at 218 George
street. Already the company are in receipt of testimo-
nial letters from various roads, and have every reason to
expect a large and prosperous business.
INAUGURATION CROWDS.
WASHINGTON railways' biggest day comes
once in four years, when a president is
inducted into office, and all loyal Americans
who are on the right side of the political movement and
can bear the expense, go down to the nation's capital to
behold the pageantry of democracy or republicanism
triumphant.
The urban transit facilities are at this time crowded to
the utmost, and every vehicle in the district is pressed
into service. Since Mr. Harrison ascended the steps of
the White House there has been a radical improvement
in Washington's street railways made by the opening of
the Washington & Georgetown cable line. Curious to
know how mechanical traction handled the crowds the
Street Railway Review^ obtained a photograph of
one of the cable trains and a statement of the traflic on
these eventful days. The engraving explains itself and
the statement gives the following for the nine days from
March i to March 9.
In 1889 passengers carried 622,564, average per diem
69,174; 1893 passengers carried 817,825, average per
diem 90,870.
The increase of about 30 per cent carried must be
attributed to the advantages of mechanical traction, as the
other conditions of political importance were precisely
the same. The W. & G. road may also be complimented
Registers are arranged for cord to pull from either
side. The main registering train is returned to zero at
the end of each trip by pulling out knob and turning
once around, the knob springing back and locking in
position. This at the same time changes number and
direction of trip.
CABLE CAR SCENE— INAUGURATION DAY, WASHINGTON, D. C.
upon their entire freedom from accident with all this crush
the unfamiliarity of the crowd with rapid transit, and the
number of strangers and grangers in town. So much
superior was the new method that despite the increase
the cars were not uncomfortably crowded at an)'
time.
258
^liectiF^aiWajrli^ylc^
THE NEW FOWLER CAR COMPANY.
ANEW car building company has been organized
and will very soon be in the market for its share
of the large and increasing demand for modern
street cars. At the head of the enterprise and as presi-
dent, is none other than John W. Fowler, whose name as
former president of the Lewis & Fowler Manufacturing
Company is so famihar to all railway men. A large and
specially well located tract of ground has been purchased
at Elizabeth, N. J., and here the extensive works will be
built. Shipping facilities both by rail and water are
excellent. The plant will cover nearly 100,000 square
feet of surface and the capacity of the works will at the
start be 120 cars per month.
Associated with Mr. Fowler in the management will
be R. C. Swan, secretary, and John W. Cooper, of Brook-
lyn, treasurer. Mr. Swan was for a long time connected
with the Lewis & Fowler Company. The new concern
will have attractive offices in New York at 26 Courtland
street.
The long experience of Mr. Fowler in car building
together with his large personal acquaintance insures for
the new company a successful and prosperous career.
The works will open about Thanksgiving time and
employ Soo men.
LYON'S BRUSH HOLDER.
LYON'S Patent Brush Holder for No. 6 Edison
motors herewith illustrated, is the one adopted
by the East Cleveland Railroad Company and
was referred to by Vice-President C. W. Wason at the
Cleveland Convention. This holder is very solid in
THE LYON BRUSH HOLDER.
mechanical construction. Poor brush holders are about
the worst nuisance ever perpetrated against an unoffend-
ing railway electrician, and this substantial device will be
appreciated by them_ all. The details have been care-
fully worked out, and testimonial letters from users con-
firm all the claims made by the manufacturers for its
many good qualities. The Fulton Foundry Company,
Cleveland, are the makers.
GARTON ARRESTER DISCHARGING.
OUR engraving shows a phenomenon that many of
our readers may have seen, but it is very doubt-
ful if any have -in mind a clear representation of
its exact appearance. It is a photograph of the Garton-
Daniels lightning arrester at the moment of discharge.
GARTON ARRESTER AT THE INSTANT OF DISCHARGE.
STORAGE BATTERIES FAIL AGAIN.
A
A NOTHER reminder that perfection is a growth,
comes to us in the News that the Eckington &
Soldiers' Home Passenger Railway Company of
Washington, has ordered horses to take the place of the
much vaunted storage batteries. Our Washington cor-
respondent says that a thorough test was made of the
storage system under the most favorable of circumstances
but the old story of expenses is at the bottom of the failure.
During the traction fight in Philadelphia these stor-
age battery cars were held up to an undecided public
as perfection in rapid transit. Now discarded street car
horses from Philadelphia are sent to Washington to wear
out the balance of their lives, while Philadelphia's citizens
ride comfortably and speedily in the "trolley car."
There can be no question as to the honesty of the
endeavor made in Washington to give the storage system
a more than fair trial. But it is beyond the accomplish-
ment of the best manager to earn expenses with any stor-
age system which has thus far been offered.
Storage batteries carried in cars as a means of motive
power have lost what little grip they ever had.
(^tied.lF(aUWci^l^^ym/
259
ECHOES FROM THE TRADE.
W. W. Allen, Red Wing, Minn., has just shipped an
order of his safety brakes to the Robinson Machine Com-
pany, Altoona, Pa.
The Ansonl\ Electric Company are furnishing the
overhead equipment for the new electric line of the Chi-
cago Cit}' Railway. ^_
Alfred G. Hathaway, of Cleveland, recently put
one of his lOO-ton wheel presses in the station of the West
Side Street Railway, of that city.
The Lewis & Fowler Girder Rail Company has
secured a large number of spring orders for straight rail
and the special work department is full of business.
Joseph De Rycke, 145 Broadway, New York, reports
a large number of sales for his centrifugal separators and
agrease extractors. The devices are efficacious and
economic.
The American Car Company is just completing two
new electing shops, 200 by 300 feet and 150 by 200 in
dimensions. Their capacity is taxed to the utmost.
Hence these additions.
Big Hole River, Montana, is to be utilized by John
Noyes, John O'Rourke, et al., to furnish power for
Butte City. The transmission will be thirty miles and the
cost of the plant will reach $1,000,000.
The Wrought Iron Bridge Company, of Canton,
O., and 21S La Salle street, Chicago, contemplates put-
ting a n»w patent pole for electric railways on the
market soon. They will have facilities for a large out-
put.
The New Haven Fare Register, manufactured at
218 George etreet, New Haven, Conn., by the company
whose name the register bears, is one of the most attrac-
tive designs ever offered the trade. A full description
will be found elsewhere in this issue.
James F. Mann, manufacturer of the Leary automatic
switch, at Utica, N. Y., has received testimonials from a
number of lines speaking in flattering terms of this
switch. This device provides a continuous rail at the
frogs of switches and so saving a great deal of pounding.
J. K. TiLLOTSON, of Toledo, O., has issued a prospec-
tus of the proposed Put-in-Bay & Southwestern Electric
Railway. It gives a detailed statement of the population,
industries, traffic, pleasure resorts, etc., along the route.
The plan is to connect Ottawa City, Port Clinton, Fre-
mont, Fostoria, Tiffin, Findlay and Upper Sandusky.
Thk Electrical Insiai.lation Company has been
organized in Chicago for installing all kinds of electrical
■ ..)'.•.: ularly railways. The officers are: President,
Jackson I. Case, Racine, Wis.; vice-president, C. H.
Holmes, Racine, Wis.; secretary and treasurer, L. E.
Myers, Chicago; general manager, Allen Shewman,
Racine.
The Heine Safety Boiler Company has among its
numerous recent sales, 600-horse-power to the Altoona
& Logan Valley Railway; 300 to the South Chicago
City Railway; 750 to the North Shore Electric Railway,
Chicago; 1,000 to the Joliet Works Illinois Steel Com-
pany; 1,000 to the National Carbon Company, Cleve-
land, O.
During the January blizzards of the far north-west,
Charles W. Cobb, the genial and jocund traveller for
the Ansonia Electric Company, " did up " the electrical
people of Montana and the Pacific coast. He reports a
very satisfactory trip, and carried in a grip full of special
orders for Shield Brand Wire and Habirshaw Rubber
Covered.
The Robinson Radial Car Truck Company has
brought suit against the West End Company, of Boston,
for infringement of its radial truck patent. It seems that
the West End road has been making its own radial trucks
without paying license to the Robinson Company. The
suit will be watched with interest, as the Robinson Com-
pany seems to have fundamental patents.
The Ries Electrical Specialty Company announce
that they have designed a motor that wall work efficiendy
on alternating current circuits, and it is claimed one that
will be of slow enough speed and powerful enough torque
to serve in railway work. A commercial motor for alter-
nating currents has been the mecca towards which elec-
tricians have been striving for some time.
A. Groetzinger & Sons, Allegheny, Pa., writes of a
satisfactory business in dermaglutine. The railway part
of the business is taxed to the utmost. A fine display of
dermaglutine will be exhibited in the Electrical Depart-
ment of the World's Fair, together with the Chas. Mun-
son belting exhibit, which latter manufacture has recently
come into the hands of A. Groetzinger & Sons.
The Eddy Electric Manufacturing Company, of
Windsor, Connecticut, has moved its New York office to
new quarters at 1,212 Havemeyer Building. This is one
of the finest of New York's office buildings, and Fredric
C. Ross, the New York manager, will be at home to the
many friends of the company in a pleasant abode. The
Jewell Belting Company will occupy the same suite.
The St. Louis Re(;ister Company, of St. Louis,
reports a good business. Some of the larger orders
recently shipped supply registers to the West End, of
Boston; two big orders to New Orleans; the Southern
Electric Railway Company, of St. Louis; Lindell, St.
'260
(^licd/j\mWxiy9^Vt£W^
Louis; Lowell & Suburban; Central Railway Company,
Baltimore; and the Mobile, Ala., Electric Railway
Company.
The Lewis & Fowler Manufacturing Company,
of Brooklyn, N. Y., writes: "We have extended our
plant considerably, taking in an e.xtra large plot of ground
to facilitate the work in our track department, in which
branch we are very busy. We hope to move into our
new office quarters, Nos. 26 and 28 Sanford street, within
the next two or three weeks. We are extremely busy in
all departments.
P. F. Leach, vice-president of the Cushion Car Wheel
Company, has just sold a second order to the Joliet
Street Railway. The first order has been in constant
service under electric cars making 145 miles a day,
and have not missed a trip since the start, a year ago last
January. The most careful inspection fails to disclose
any perceptible wear. A large order has just been taken
at Paterson, N. J., for cushion wheels.
The Short Electric Railw.vv Company elected
officers March 22, as follows: B. F. Miles, president,
S. H. Short, vice-president; W. B. Bolton, general coun-
sel; S. M. Ilamill, general manager; Wm. Hazelton,
3rd, assistant general manager. It is reported that this
company will become intimately associated with the Brush
Electric Company, and that both the general and district
offices of the two will be merged into one.
Two hundred and seventy Consolidated Car
Heatinc; Company electric heaters have been in use on
the Union Railway in New York city and 96 of the same
heaters have been in use bj- the Albany Railway. This
represents the complete equipment of 61 cars, all of
which have the regulating heater switch of the Consoli-
dated Car Heating Company. Their electric heaters are
also in use to a considerable extent on several other
important electric roads.
C. & G. Cooper & Company, of Mt. Vernon, O., have
had a remarkably large sales list lately, aggregating
15,100-horse-power and including 2,000-horse-power
for the East Cleveland Railway Company, Cleveland, O. ;
2,400 for the Atlantic Avenue Street Railway, of Brook-
lyn, N. Y.; 1,200 for the Allentown & Bethlehem Rapid
Transit Company, Allentown, Pa.; 1,000 for the Union
Railway Company, New York City, and 600 for the
Robison lines of Toledo.
The General Electric Company through F. W.
Home, of the western department, has recently closed
contracts with the Salt Lake City Railway Company for
eight 50-horse-power motor equipments; with the Musca-
tine, Iowa, Street Railway Company for five cars and a
100 killowatt generator; with the New Orleans & Car-
rolton Street Railway Company for twenty 25-horse-
power car equipments and with the Shreveport, Louisiana,
City Railway for a 100 kilowatt generator.
The McGuire Manui-'ACTURIng Company, through
J. A. Hanna, has received an order for 75 "Columbian"
motor trucks from the Rochester City Railway. The
"Columbian" is the latest product of the McGuire factory.
The new factory at St. Catherines, Canada, supplies Can-
adian roads at American prices. Mr. Cooke, of the
McGuire Company, has just sold a second order of 20
trucks to the New Orleans. & Carrolton Electric, where
their trucks are giving unbounded satisfaction.
The Shultz Belting Company, of St. Louis, keeps
up with the large belt demand of the countr}'. A late
delivery was that of an 80-inch belt for the Toledo Elec-
tric Railway, of Toledo, O., and a 72-inch for the St.
Louis & Suburban, besides the installation of two 54-inch
doubles at the power house of the Union Depot line at
St. Louis. Their regular power and mill business flour-
ishes and foreign commerce is assisted by orders of 5,000
feet for Europe, besides a recent shipment of 4,000 to
Moscow, Russia.
The Lamokin Car Co.mpany, of Philadelphia, is build-
ing cars for Philadelphia Traction Company; Baltimore
Traction Companj'; Williamsport Passenger Railway
Company; Richmond County Belt Line; Belle City Rail-
way Company, Racine, Wis.; Union Passenger Railway
Company, Chester, Pa.; Wilmington City Railway Com-
pany, Del.; Schuylkill County Traction Company; Ches-
ter & Media Railway Company, Pa.; Rome Street Rail-
way Company, Ga. Their World's Fair exhibit will be
a fine one and is already shipped.
The Steel Motor Company, of Cleveland, O..
announce the perfection of their .Steel Clad Motor. A
sample equipment was such a success that a sample
equipment was ordered for the Brooklyn Street Railway,
of Cleveland. The test was severe but satisfactorily
passed by the Steel Clad. A multiple series controller is
in process of perfection and will be used with the motor.
The company is sanguine of success, and promises some
good reading in the way of guarantees. They will soon
be ready to fill all their numerous orders.
The Brownell Car Company had a silver cele-
bration on March 9, in honor of Frederick B. Brownell,
who entered the shops of the Wight car building estab-
lishment twenty-five yeai's before. He was at that time
si.xteen years of age. He afterwards became a partner
in the firm and later president of its successor, the
Brownell Car Company. The jubilee passed off very
pleasantly. Mr. Brownell was presented with a hand-
some desk by the office force and in his words of acceptance
recalled some of his earlier experiences in the business.
The J. T. Schaffer Manufacturing Company,
Rochester, N. Y., brings out a new appliance for
straightening car axles. The device consists of an
appliance which can be attached to the yoke (movable
beam) of any hydraulic wheel press. Can be put in posi-
(^KectlJ^ailwiiyj^yuH/
261
tion in less than one minute, and is a very satisfactory
device. Also equally as desirable for straightening shafts,
or to use as a rail-bender. Another repair device made
by the same company will remove old car wheels from
axles on which a large gear is located near the wheel.
This is also to be used on any hydraulic press.
The Railway Equipment and Machinery Ex-
ciiANCE is the title of a new institution at 408 Neave
Building, Cincinnati, Ohio. It is under the management
of H. B. Deas and will aim to carry in stock everything
necessary in the construction and operation of railways
both steam and street. Besides this they have a large
supply of second hand material including rails, locomo-
tives, engines, boilers, street cars and machinery of ail
descriptions. In other words it is as its name indicates,
an exchange where railway men can go and have their
wants supplied, on reasonable terms and know that they
are dealing with reliable men.
year round; are heavy enough to give good traction and
are the only cars on the road that will plough through in
an ordinarj' snow or sleet storm before the tracks have
been cleared. The cars are also very satisfactory to the
patrons. John J. Shipard, of the Cincinnati, Newport &
Covington, says that during February their Accelerators
averaged 240 passengers a day more than the 16 foot
cars and are giving entire satisfacton. President Yerkes,
of Chicago, gives them warm commendation and says
that "in the future all boxcars that we purchase or manu-
facture will be after the Accelerator pattern."
The Hoppes Manufacturing Company, of Spring-
field, Ohio, maker of live and exhaust steam feed water
heaters, has recently passed into the control of Robert
Johnson, who is prominently connected with other indus-
tries of Springfield, and J. A. Hayward. a former pros-
perous lumber merchant of that city. The officers will
be as follows: John J. Hoppes, president; Robert John-
TROUBLE ON THE HAY MOTOR LINE.
I. — Motor grounded.
2. — Tries the Switch.
The Ansonia Electric Company' (formerly The
Electrical Supply Company), report a very pleasing re-
ception for their latest specialty, the Helios arc lamp, for
alternating circuits. They have just closed a contract
for a plant for municipal and commercial lighting, in
which a single alternating dynamo is to be used. From
off the one circuit will be run the Helios arc lamps for
street lighting, also the incandescent lamps for interior
lighting. The Stanley Transformers will be used in this
connection. From every one who has used the Helois
lamp comes expressions of the very highest satisfaction
and admiration for the work done.
The IJkownell Cai^ Company, of St. Louis, are
constantly receiving the highest endorsements of their
"Accelerator" cars from roads using them. General
Manager S. L. Nelson, of the Springfield (Ohio) Railway
Company, writes that they are highly pleased with the
Accelerators for the reasons that they facilitate the dis-
charge of passengers, are roomy, and suitable for use the
3. — Motor bucks.
son, vice president; E. C. Gwyn, secretary; J. A. Hay-
ward, treasurer. The company report a good line of
orders, among which are the following horse-powers of
feed water purifiers: 60 (second order), to the South
Bend, Indiana, Gas Light Company; 125 (second order),
to the Cibols Creek Mill and Mining Company, Shafter,
Texas; 625 to the Claremont Abbatoir Company, Balti-
more, Maryland ; 1 50 to the West Chester, Pennsylvania,
Cold Storage & Ice Company; 100 to the Garside Manu-
facturing Company, Peoria, Illinois; 900 to the Sandusky
Portland Cement Company; 700 to Wm. Sellers & Com-
pany, Philadelphia; 400 to the Bay City, Michigan, llnion
Railway; 300 to the National Smelting & Refining
Company, Chicago; 200 to the Hudnut Company,
Pekin, Illinois; 500 to the Delaware, Ohio, Electric
Light Company; 250 to the Richmond Distillery Com-
pany, Milton, Kentucky; 625 to the Edison Illuminating
Company, Monmouth, Illinois; 200 to the Hutchinson
Cooperage Company, Peoria, Illinois; 150 to the Peoria,
Illinois, Cooperage Company.
262
^l^iect J\ailM^ j^eymV*
J. F. Mann, Utica, N. Y., is meeting with ver}' satis-
factory success with his overhead switches, and other line
and electric specialties.
The Fitch Excelsior Switch Company, 45 Broad-
way, New York, are meeting with good success with
their automatic track switch, which can be operated from
the front platform by the driver pressing a lever with his
-loot.
Sawyer, Manning & Company, leading manufactur-
ers of uniform clothes, are supplying many of the largest
street and steam railways in the countrj', and among
recent contracts taken by C. L. Bowler, manager of the
uniform department, is that of the Atlantic avenue road,
Brooklyn.
The Berlin Iron Bridge Company, East Berlin,
Conn., are receiving most complimentary letters from
railway managers, expressing entire satisfaction with the
manner in which they erect their steel truss roofs for
power houses, car sheds and barns. Their work may be
found in all parts of the country and is rapidly increasing
in volume.
The Fulton Foundry Cojipany, Cleveland, has done
an enormous business during the last three months.
Their truck shop has been crowded to its utmost capacity,
and they are about to add more room to their works.
They have also manufactured a large number of railroad
crossings, and orders for switches, turnouts and cross-
overs are looming up very nicely. For the last half of
March orders have been taken for nearly 500 of- their
patent draw bars. Their wheel orders have been very
great, especially on their patent double tread wheel.
Albert Fisher, of the Watertown Steam Engine, has
been making some big sales of engines through the west
lately. His reputation as an engine salesman is an envi-
able one, and aided by the good qualities of the Water-
town engines, the sales have been something remarkable.
A partial list includes one loo-horse-power to the Cleve-
land Nickel Works; 40-horse-power to the Albert Land-
reth Seed Company, Manitowoc, Wis.; one 1 40-horse-
power to the Muncie, Ind., Light, Heat & Power Com-
pany. Mr. Fisher's well known experience and ability
and the high grade of the Watertown machinery assure
success in this western territory.
WONDERFUL EFFECT OF THE MULTIPHASE TRANSFORMER.
500 VOLTS.
5,000 VOLTS.
50,000 VOLTS.
The Fish Brothers Wagon Company, of Racine,
Wis., whose wagons are so popular, are manufacturing a
tower wagon for electric railways, which in appearance
and strength leaves nothing to be desired. Their long
experience in wagon building places them in position to
turn out a very superior wagon for railway use.
The Laclede Car Company, St. Louis, report their
shops as crowded, and future deliveries extending clear
through the year, and will keep them very busy. The
capacity of the works has been enlarged to such an
e-xtent that they can turn out 1,000 cars per annum with-
out recourse to any night work. Since January ist they
have shipped 250 cars, and the outlook grows better all
the time for a continued large demand for their work.
The Fuel Economizer Company, of New York, are
receiving an increasing number of inquiries and orders
from street railways. Managers are more and more
coming to realize the importance of enforcing economy
in the production of steam, and the apparatus of the Fuel
Economi/.er afford results which are fully in keeping with
its name. Its exhibit at the World's Fair is already
attracting wide attention. Put this down on your list as
one of the things not to be missed.
The Cushion Car Wheel Company reports several
orders from roads in the vicinit}' of Chicago. Mr. Leach
made a successful western trip last week.
C. J. Swift, of the' Ford- Washburn Storelectro Com-
pany, of Cleveland, has contracted for five 30-horse-power
equipments for the Woodland Avenue & West Side
Road, of Cleveland,
W. Haskell King & Company, of New Haven,
Conn., are in the market with an anti-rattler car window
fastener, described in the Review last month.
The McGuire Manufacturing Company in order
to fill orders for April must ship 437 trucks. Of these
353 are "Columbian," 56 "Bicycle," 28 double trucks
"No. 20S." The majority are duplicate orders and all of
them call for steel frames. Among the larger roads
ordering in the last month are the New Orleans City &
Lake, the West Side Railway, Kansas City; the Toledo
Consolidated, the Duluth Street Railway, the Tacoma
Railway & Motor Company, the Detroit Citizen's, the
Calumet Electric, of Chicago, the Cedar Rapids &
Marion, the Chicago & North Shore, and the Cicero &
Proviso, Chicago, besides others too numerous to men-
tion.
(^|yied/lF(mWciy-j^Vl^
2r,;$
TOWER WAGON.
ONE of the most necessary conveniences possessed
b)- the Bell City Company', of Racine, is a
handsome tower wagon, made by the Fish
Brothers Wagon Companj' of that city. It is nugatory
to state the manifold advantages of tower wagons in gen-
eral, as every live manager knows that prompt assistance
in the case of a ground means the saving of dollars
towards the end of the street railway dividends.
The Fish tower wagon is a beautiful vehicle with a
body length of 8 feet, 5 inches, 14 inches deep with high
seat for driver 4 feet wide. It is all brass mounted
with patrol steps in the rear and fenders over the hind
wheels. A good loud gong gives notice of its approach
and Manager Shewman says that two horses can make
FISH BROS. TOWER WAGON.
race track time with the entire machine and three men.
The tower is of angle iron the width of the box by two
feet at base and thirteen and one-half feet high, closed.
A windlass and pulley raises it to nineteen and one-half
feet. Four tool boxes well arranged in the bed and three
more in the tower give plenty of room for repair equip-
ment. The wagon is strikingly painted with light orange
body and light cream running gear striped with gold.
The gear is full platform. The Fish Brothers' Company
is preparing to make an extensive canvass of railway
companies and the design will undoubtedly meet with as
hearty approval from other managers as from Mr.
Shewman.
It is stated the price at which Ross and McKenzie
took the Montreal contract was $30,000 per mile includ-
ing car equipment.
WEST END TROLLEY.
THE object of the peculiar form of construction of
the trolley wheel here illustrated is to prevent the
inconvenience caused by the dropping off of the
flange when the groove in the wheel is worn through to
the outside. When the groove is worn through in this
WORN THROUGH.
wheel the ribs still hold the flange, and it can still be
used long enough to get to the barn, whereas the flange
dropping off, disables the car and causes much incon-
\enience. These wheels are made by Albert and J. M.
Anderson, of 21 Hamilton street, Boston.
GRIP 688.
IN all the annals of the great Mohawk cable railwa}'
never was car so "hoodooed," bewitched, possessed
of the devil and generally unfortunate as was grip
No. 688 of the aforementioned line. In the space of two
hours, on one trip and controlled by the same gripman,
this misguided and reckless piece of furniture decreased
the foreign population by fatally injuring a Polish count,
then assuming the incognito of a brick layer, stuck in the
slot, knocked a coal wagon to very small smithereens,
derailed its irresponsible self and ran up to the very gates
of a prominent down town hostlery and ended its career
by causing the death of a valuable horse.
Of course the dear people called it running amuck, but
a veracious and intelligent car shifter assured our scribe
that the rolling stock in question was "hoodooed." With
a triumphant shriek and squeal of twisting bolt and turn-
ing steel the desperate car uncermoniously and uncon-
ventionally removed John Kossiknekqgski from the face of
the earth and the track. Then with a self-satisfied grunt
the irrip stuck hopelessly in the slot. After considerable
hot language and crow bar had secured its release it dashed
craily into a baker's wagon. A pile of splinters and crumbs
marks the spot. Then it recognized its old enemy the
coal wagon placidly halting in the middle of the track,
trusting in its ponderous security. The teamster knew
it was loaded but that availed not. As they exhumed him
later in the day he remarked, "Whoa! Get up! !
— ! Where ami at?" and then again relapsed
into insensibility. This caused the wild and woolly grip
an instant's digression, which ended on the sidewalk of
the Bellington hotel, beside the remains of a flne horse.
But its race was run, the evil spirit had departed and grip
688 meekly followed two horses back to the barn.
Who says a car can't be "hoodooed?"
264
i^kectlf^iWay" l^^ylm
r
OBITUARY.
GILBERT.
EDWARD G. GILBERT.
Died, March 9, 1S93, Edward G. Gilbert, of Tro}', N.
Y. This announcement takes from the street railway
supply field one of its best known members. Mr. Gilbert
was born in i 84 7, at
Troy, the son of the
Hon. Uriah Gilbert,
formerly mayor of that
city. After graduating
at the Rennselaer Poly-
technic Institute he be-
gan immediately the
active business career
which built up the Gil-
bert Car Manufacturing
Company and placed
it in the front rank of
Troy's manufactur i n g
interests.
Mr. Gilbert was a
man of high principles,
a thorough gentleman
and possessed the esteem of all who knew him. His
death was caused by angina pectoris, of which he had
had previous attacks. He leaves a wife and four children.
D. A. ANDREW'S.
The necrology of 1893 includes the sudden and unex-
pected death of D. A. Andrews, president and treasurer
of the Pettingill-Andrews Company, of Boston. Mr.
Andrews attended the inauguration festivities at Wash-
ington, contracting a heavy cold, which resulted in a fatal
attack of acute rheumatism.
Mr. Andrews was a highly respected citizen of Boston
and was regarded as a man of brilliant prospects.
J. I,. VALENTINE.
J. L. Valentine, widely known as the secretary and
treasurer of the Central Park, North & East River Rail-
way Company, of New York, died of pneumonia, March
13-
Mr. Valentine's long service of 27 years and his many
personal charms make his death a matter of the greatest
regret to his circle of acquaintances and friends.
Entering the service of the company at the age of 22
he became successively paymaster, receiver, secretary and
treasurer. All his duties were discharged faithfully and
honorably with credit to himself and profit to the capital
represented.
EDISON'S FEEDER PATENT.
A PATENT granted Edison September 19, 1S82,
and practicall}' covering the system practiced by
nearly all electric railways, of running feeders
from the generating station to centers of distribution at
different points along the line, was sustained by Judge
Greene in the U. S. Circuit Court at Trenton, New Jer-
sey, March 28. The suit was between the Edison Elec-
tric Light Companv and Westinghouse, Church, Kerr &
Company. This gives the General Electric Company
another important monopoly.
Fortunately the system is not absolutely necessary' to
the operation of an electric road. The case will probablj-
be appealed.
CHICAGO WAREHOUSE GENERAL ELECTRIC COMPANY.
The Aurora, III, Street Railway Company has leased
Elliott Grove, three or four miles out of the city, and pro-
poses to fix it up for a summer resort and run their cars
to it.
PRESTON IJELT FACTORY, CHICAGO.
A HORSE sale at Cleveland sent 300 Woodland avenue
animals to New York to work on the Third avenue
lines there. The average price was $100.
The fifty miles of the Louisville, Ky., Railwa)' recently
paid a 2 i^ per cent dividend on its preferred stock. By
September, 10 miles more will be added to the mileage.
Chester, Pa., citizens all ride on the electric cars now
when they shop at Media. The steam road traffic has
fallen off to such an extent that the local service is to be
abandoned.
(j^tteetlf^ailw^J^yW'
265
THE MOSHER RAILWAY CIRCUIT ARC
LAMP.
ARC lighting from railway circuits promises to be nearly as fruit-
ful a source of revenue as selling current for motors. Since
lamps for this purpose were first turned out there has been a
great improvement in their construction. In fact all kinds of
arc lamps have been greatly simplified and the number of parts reduced.
The Mosher Electric Company of 123-127 Ontario street, Chicago, are
making a lamp for running from five to ten in sedes of 500 volt circuits,
that combines the desirable qualities of simplicity and the ability to give
good service under the care of inexperienced hands. Referring to the
illustration of the mechanism (Fig. i) the two top coils are in series with
the arc and each other. The one on the right is the starting coil. When
the current is turned through the lamp these two series coils pull up the
feeding mechanism and separates the carbons. The armature remains
stationary against the electro-magnet on the right. The other end of the
armature which effects the feeding is magnetically suspended between
the series coil on the left and the shunt coil immediately below it. As
IXTERIOR AND EXTERIOR VIEW OF MOSHER ARC LAMP.
the arc burns out long, its increased voltage forces more current through
the shunt coil, while at the same time the series coil tends to weaken.
The armature is then let down and releases the rack and pinion feeding
mechanism. This mechanism is very simple — more simple indeed than
many clutch feed lamps. By balancing the feed between the series and
shunt coils the lamp is made suitable for circuits with great variations in
voltage. About one ohm resistance is put in series with each lamp,
The rehostat shown in Fig. 2 is wound with two circuits, one consisting
with the one ohm steading resistance always in circuit and the other a
resistance equal to that of the arc. This latter is automatically cut in
when the arc is not burning so that any lamp in the series thrown out
of action by accident or by intention will not disturb the others. Two
kinds of railway lamps are made, one for from eight to ten amperes, the
other for fivt: to eight am])cre8. All lamps arc adjusted for the current
and voltage for which they are ordered before leaving the shop. All
that the user needs to do is to trim it and keep it clean. For the rough
and ready work required with railway circuits the simplicity of the
Mosher lamp is just the thing and it is becoming better understood every
day that a lamp does not need to be a Chinese puzzle requiring a rnan
long experienced in that make of lamp to take care of it.
NEW PUBLICATIONS.
The Phoenix Iron Works Catalog, of the Dick and Church
engines, is a fine specimen of the printer's art as well as an exhaustive
treatise on the performance of their different types of engines. A large
number of specimen indicator cards are given.
Good roads is a subject that has awakened much interest lately, but
not as much as it deserves. Workers along this line presented a mem-
orial to the Fifty-second Congress on a "Road Department at Washing-
ton, D. C, and a Comprehensive Exhibit of Roads, their Construction
and Maintenance, at the World's Columbian Exposition."
The Fixture Catalog of the Ansonia Electric Company is a
novelty in catalog design and ought to meet the approval of patrons.
It is supplied with a number of plates, illustrating the designs now carried
by the house. As new designs are brought out they are furnished to
customers and room is left in the catalog for binding them in, so that it
is always up to date.
A Gear List, recently published by the Walker Manufacturing
Company, of Cleveland, is a handsomely bound volume of 311 pages,
containing besides the price list and testimonials a large amount of use-
ful information on the subject of rope transmission and numerous tables
of value to the mechanical engineer. The present list is the tenth edi-
tion of the volume.
Dry Steam— The Foundation of Economy, is the title of a new
catalogue issued by the Goubert Manufacturing Company, 32 Cortlandt
street. New York, makers of the Stratton Steam Separator. It is a
handsome publication of about forty pages, finely illustrated, and as its
title implies, contains valuable information on the subject of dry steam
and the merit of the Stratton separator in its relation thereto. Copies of
the catalog will be gladly furnished upon application.
Cas.sell's Family Magazine for April contains many instructive
and interesting subjects. "Through London on a Barge," "The Island
of Six Shadows," "A Talk with Sir George Reid, P. R. S. A.," "An
Old Maid's Secret," "New Mount Mellick Work," and "Chit-chat on
Dress" are some of the subjects given. The Duchess of Fife's portrait
adorns the first page. This number'of the Magazine is full of good
practical articles such as everyone enjoys.
Street Railway Motors.— An entirely new work, just from the
press, by the well known railroad authority and author General Herman
Haupt. Extensive research has been made to get at the actual operat-
ing expenses of all the various methods of street railway motive powers,
and for the first time all these figures are offered in a comparative form
Haupt has made a careful study and presents the results in a form at once
concise, interesting and fully classified and indexed. Pp. 225, 12 mo.
$1.75 — Street Railway Review
Electrical Measurements and other Advanced Primers of
Electricity, by Edwin J. Houston. Price, $1.00 This is one of the
most comprehensive and thoroughly up to date work of its kind ever
published. As its name applies it is an advanced primer. The subjects
chosen include all the principal modern applications of electricity, treat-
ed in such a way that the non-technical reader will have little difliculty
in understanding, while at the same time the electrician does not feel on .
reading the book that the information given is chosen in a haphazard
way and is deficient on vital points, as is the case with so many popular
books on electricity. W, J. Johnson Company, New York.
The Electric Railway in Theory and Practice. W.J.John,
ston Company, 41 Park Row, New York. $2.00. This is the second
edition of this well known work of Crosby and Bell. It has been revised
and re-written, bringing it to date as near as possible, and it is now prob-
ably one of the best works on this subject extant, as it covers the field as
fully as is possible in a volume of its size. Appendix F. calls attention
to two appliances that have come into practical use since the book was
first written— the bevel gear motor connected to both axles and the series
multiple controller. Appendix G. gives a hitherto not generally known
method of measuring the resistance of trolley wire insulators while they
arc on the line.
266
(^t^ejd'iHi^AyhyS^A/hM^
Brick for Street Pavements, by M. D. Burke, C. E. Robert
Clarke & Company, Cincinnati. Price, 50 cents. This little pamphlet,
which will be of special interest in this age of brick, contains tests of
fifteen samples of brick submitted to the author, together with an
uncommonly valuable treatise on brick paving in general, giving pointers
to the practical engineer that will be of use in his work.
The Jonson Engineering & Foundry CoMP.\Ny.
of New York, has bought the frog and switch business
of Abram Ayres, and will hereafter carry on that
business.
The Underwood Manufacturing Company, of
Tolland, Conn., are in business in their own name in New
York at 38 Cortlandt street, having cancelled their con-
tract with the Engineering Equipment Company.
An old lady on an Albany street car recently looked
curiously about to discover the source of the heat which
she distinctly felt. Finally reaching down under the seat
she touched the electric heater, and turning to a tall, lank
young man who was standing by her, said: " Sit down,
John, there's a warming pan here under the seat.
A BARE POSSIBILITY.
^FUigeude Blatter.
A MISS' MISTAKE.
It was cruel to laugh, but everybody did laugh except
the pretty girl who set her white teeth into her pouting
lower lip until the blood almost came. The car was
crowded when she stepped on and festooned her pretty
form on a strap, with a bewildering smile. She evidently
knew that everybody was admiring her pleasant face,
stylish suit and blonde hair. But pride must have a fall.
The warm mittens that covered the small gloved hand
were cumbersome and destroyed the sense of touch.
This caused the blunder. When the car stopped she
gathered up what she supposed was her train and started
out of the car. But the train didn't come, so she gave it
a vicious jerk. Then a masculine voice said, "What can
I do for you, Miss?" She turned and saw that the mit-
tened hand firmly grasped the folds of a man's thick
ulster instead of her own habiliments. And one cruel
voice remarked '-The wrong train that time" as she fled
from the car.
Last September a road was projected between the
city limits of Buffalo and Williamsburg. To-day the
road is in operation— a very quick construction consider-
ing the severe winter. F. W. Arend, the leading spirit
of the company, presented the village of Williainsburg
with twelve acres of park hind at the time of the open-
ing of the road.
Oh, merchant in thine hour of e e c.
If on this paper you should c c c.
Take our advice, and now be y y y,
Go straightway out and advert i i i.
You'll find the project of some u u u,
Neglect can offer no e.x q q q.
Be wise at once, prolong your d a a a,
A silent business soon d k k k. --Tit-bits.
One-Horse Cars for Sale.
M'e have for sale ftfty-O"^^ '•••^ oue-hor«*' cars in e:ood order
anil <*onclition. These ear* were built by Stephenson A Jones
ivell-knoTvn maiiufaeturers.
They are 10 feet lon^; and Meat 1^ pairi.seiijfMrs. Each car
is provided nith a fare box.
These cars can be seen at the i'onipany's barn, corner Flor-
ida Avenue and Eleventh Street, XorihweMt Washington D. C
Z*x-ioey 0X00.00
CAPITOL, XORTH O ST. A HO. WASHIK4.;T0M R'V CO.
WANTED.
Original Tables, formula', and other information
of service in electrical work for new book shortly
to be issued. When sending j'onr manuscript, state
tiie price, and we will promptly remit if accepted,
or will return. Will consider strictly confidential
all such information submitted.
THE ANSONIA ELECTRIC CO.
CHICAGO, ILL
FOR SAImE.
HORSES T^ND CKRS.
8oo Sound Street Car Horses, A i condition,
weight, from i,ioo to 1,300, also 50 16-foot horse
car bodies, in use from one to four years.
Address:
Woodland Ave. & West Side St. Ry. Co.
Cleveland, O.
FOR SALE.
In adopting Electricity we have taken up ten miles of 82
pound Johnson C>irder Ball that has been laid a short time
and on which only light horse cars have been run. The rail is
practically nen', and the ends are not hammered. Will sell
all or part, and deliver V. O. B.. St. Ii«ni8.
Address
Cass Are. and Fair Gtroands B. B.,
9T. LOUIS.
(^tiect
PUBLISHERS AND PROPRIETORS,
269 DEARBORN ST.. - - - CHICAGO.
Published on the 15th of each month.
SUBSCRIPTION, -
FOREIGN SUBSCRIPTION,
- TWO DOLLARS.
20 SHILLINGS.
Address all Commtinicalhns and RimtUBncis 10 Thi Street Railway Review
2bq Dearborn Street, CMicag».
H. H. WINDSOK, F. S. KE NFIELD,
Editor. Business Manager
CORRESPONDENCE.
We cordially invite corresponilence on all subjects of interest to those engaged
in any branch of Street Railwav work, and will gratefully appreciate any marked
copies of papers or news items our street railway friends may send us, pertaming
either to companies or officers. Address;
THE STREET RAILWAY REVIEW,
369 Dearborn Street, Chicago .
Entered at the Post Office at Chicago as Second Class Matter.
VOL. 3.
This paper member Chicago Publishers* Association.
MAY 15, 1893.
NO, 5
Onr headquarters at the World's Fair, are in the Transpor-
tation Anne.Y. aisle M. South wide. Post G. where we have some-
thing of Interest to street rail way men. and where we shall be
elad to meet visitors.
A SMALL boy dove under an electric car in Philadel-
phia and was killed in a quarter of a day. On this
basis a city paper estimates the probable fatilaties for a
year at four times 365 and proudly points to a discovery
in prognostications.
WIDESPREAD attention has been accorded the
"good record" of one of the western street rail-
way plants, published in the Review for February. Our
English contemporaries have given the article special
attention and distinction. Such statements of e.xpense
and income furnish the best recommendation for
mechanical traction.
GREAT credit is due Chief Willard Smith, and his
assistant in the railway department, J. Hackworth
Young, for the energy with which exhibits in the Trans-
portation Building have been assembled, placed and made
ready for the public. While other departments, have in
some instances, been crippled by delays over which they
had no control, the fact remains that on the opening day
the Transportation exhibits .were more nearly complete
than any other department. The gentlemen nained have
labored incessantly and their courteous and impartial
treatment has deserved the uniform gratitude expressed
by exhibitors in their department.
207
ON several occasions demented New Yorkers have
cast themselves before the elevated trains and so
put the coroner to a lot of bother. The last was that of a
j-oung girl and a daily paper calls for fences and gates on
the L platforms. Why not require would-be suicides to
wear a wire cage or crinoline, instead of increasing the
already too numerous discomforts which surround people
who are doing their level best to stay alive?
TWO important events will date their history from this
Columbian month of May, and doubtless are the
forerunners of the day when electricity shall have won its
place beside the locomotive. One was the opening of the
Lake Roland electric elevated road, at Baltimore; the
other the Intramural elevated electric road at the World's
Fair. Both furnish a type of transportation in which they
are pioneers in this country.
THE legislative committee has decided on a definite
proposal for Boston's rapid transit. It is the idea of
C. C. CotHn. The city is to provide a clear right of way
through alleys and narrow streets and receive proposals
for the construction, which is elevated. Then the system
would be let for 25 to 50 j'ears to the highest bidder, at
the end of which time the ownership and control would
revert to the city. The cost of double track structure is
estimated at $1,000,000 a mile.
DURING the month past several paper roads have
come to grief. It would be better if more such
"died a bornin' " instead of stalking through the financial
centers of the land disguised in full grown garments.
Such promoters are of unspeakable harm to legitimate
enterprise, which is made to suffer and is placed under
the ban with the bad. There are desirable investments
in plenty, safe, secure and promising, but the inexperi-
enced investor will do well to secure the opinion of a com-
petent advisor before taking chances on a property the
workings of which he knows little or nothing.
IN an article commenting on the utility and future of
interurban electric railways, the Baltimore Herald says:
"The trolley system has been perfected until it has
attained a high degree of efficiency. It promises to form
a connecting link between the ordinary wagon and the
steam railway. Unless all experience is for naught it can
be made to subserve a most useful purpose in supplying
a means of communication between points where steam
railways could not be built, and would not pay operating
expenses if they were constructed. When a beginning
has been made there can be no end until much more has
been done in the way of developing this kind of transit
than has yet been projected."
AMPLE transportation was afforded on opening day
to and from the grounds. While there will be few
occasions during the Exposition which will draw a larger
crowd than the inauguration events, the facilities will be
improved and increased. On that occasion the World's
Fair traffic was:— Illinois Central, 200,000 passen-
268
(^locd/if^aiWay-lF^eyi^
gers; the elevated road, 189,000; the cable lines, 140,000;
while 20,000 went by water. As previously stated in
these columns, the transportation facilities both for speed,
accommodations and cheapness, far exceed any attempt
ever made, anywhere. The arrangements reflect great
credit on the respective companies, and are in every way
in keeping with that largeness and enterprise which
characterize Chicago undertakings.
WE have recently referred to the vexatious restric-
tions which have thus far so greatly hampered
the progress of the trolley system in England. S. Sellon,
C. E., in a recent address before the Tramways Institute
of Liverpool, takes as his text, "Tramways vs. Tele-
phones," and shows that the opposition largely springs
from the telephone companies. Mr. Sellon calls upon the
telephone companies to adopt the metalic circuit. The
ruling of the courts in this country where there are an
hundred electric railways to one in Britain ought to carry
much weight. We are strongly convinced, however, the
English public will soon be heard on its own and the
railway's behalf, when a few thousands of Englishmen shall
have visited America this summer and received an
ocular and self convincing argument of what the electric
railway really is and does.
ALTHOUGH street railway managers are busy with
their "spring work" and find it little less difficult to
leave their roads than during the demands of the snow
season, still quite a number have already paid their
respects to the great World's Fair. All such have but
convinced themselves that nothing shall prevent a second
and longer visit. At present writing the finishing touches
are being given the walks, streets and other exterior
works which the unprecedented bad weather of the present
late winter have rendered impossible at an earlier date.
In the buildings ten thousand busy workmen have toiled
unceasingly by day and night and the transformation each
passing twenty-four hours has been simply inconceivable
to other than daily visitors. We suggest our visitors
defer their visit until after June ist, but from that date we
urge an early and long attendance. A week will afford
a very satisfactory idea of the Fair, but six months will
not suffice for a careful study of every department. But
every one should come if only for a day. Indeed a single
hour will well repay a trip of a thousand miles, for to
look upon the White City is to discover a "new world."
THE importance of the World's Columbian Exposi-
tion was fitly demonstrated in the presence of nearly
one-half million of people to witness the formal open-
ing, by the president of the United States, of the greatest
event of its kind history has ever known. The day, the
hour, the very minute, appointed over two years ago was
observed with the utmost exactness, and thus did Chicago
keep her pledge. True the Fair in all its completeness
will not have become a finished creation for two weeks
yet, nevertheless all concede that it was inaugurated in a
more perfect and orderly condition than any of its pre-
decessors. This, in view of its immensity, for the Lib-
eral Arts building alone contains more than the entire
Centennial, is a remarkable occurrence. When to this is
added the almost unprecedented bad weather of the two
past winters, particularly the last, during the greater part
of which outdoor labor was rendered utterly impossible
much of the time, the wonder is increased. The calling
into life of this great museum of all arts and sciences was
executed with bewildering precision, and the great trans-
formation scene which started the motive powers, threw
fountains high in air and unfurled a thousand banners to
the breeze was accomplished in the twinkling of an eye.
While the hushed multitude paused to expect, it was done,
and the doors flung open to the world of the greatest
treasure of knowledge ever known.
AN effort is making in Massachusetts tending toward
legislative enactment which shall abolish the crossing
of steam roads by electric and horse railways at grade.
Such a protection is certainly a most desirable one, not
only for surface lines, but for the protection of any
street, wagon road or other steam road crossing a steam
road at grade. In England this has already been accom-
plished, but it will be many years before a similar condi-
tion can be hoped for in this country. Indeed, there
exists in many cases so httle necessity at present for
abolishing the grade crossing that the ordinarj- care
which every manager should exercise is abundantly safe
and secure. As a matter of fact most surface lines
already have^and all should have — a rule requiring the
conductor to go ahead and signal the driver when to cross
steam tracks. Of course in large cities and where a
dozen tracks have to be crossed there is danger in this,
but to one such place there are fifty where no such peril
exists. Some of the ardent advocates of the no grade
crossing are raising the argument that in the case of elec-
tric lines the necessity for overhead tracks is much greater
than when the same lines were formerly operated by
horses. In this we cannot fully agree. Horses are liable
to fright at just the critical moment when they are most
needed, and the very impending danger is what renders
them unmanageable. With mechanical power, however,
no such emergency can arise. Of the numerous grade
crossing accidents in this city during the past few years
we recall but one to cable cars, and that without loss of
life, while horse cars have frequently suffered; several
accompanied with frightful fatalities. In this, as in many
other respects, we believe mechanicall}' operated cars the
safer.
THE disinclination of capitalists to hire competent
engineering talent, especially on smaller undertak-
ings, is the source of much comment in the technical
press; but the disregarding of the advice of engineers and
experts already employed is worth}' of still more surprise
and comment. In fact, not a few directors seem inspired
with the idea that they are accomplished mechanical and
electrical engineers simply because they have been so far
successful in engineering money matters. A case
recently came to our notice where an electrical engineer
(^m^l(\aiWay'j^ylcW'
269
was hired at a good salary to supervise the construction
and initial operation of a road. Under the circumstances
it would be supposed that his advice would be followed
(unless he was incompetent and this would not be con-
sistent with the fact that he was emplo3'ed by the road).
As a matter of historj- his advice was not followed on
several important points. The management knew more
than he did. The result was a plant that no engineer
with any care for his reputation would be connected
with and his resignation of course followed. This is cited
only as an instance of what is constantly occurring on a
small scale. Such action not only makes the salary of an
engineer a useless expense, because his advice is not fol-
lowed, but it generally results in a bungling job which is
a constant source of annoyance and expense to the com-
pany. The sooner capital gets rid of the deep rooted
idea that engineers are created solely for the ruination of
the companies employing them by recommending expen-
sive construction the better it will be for all concerned.
The engineer's interest is necessarily the company's
interest, for his reputation depends on the commercial suc-
cess of his work.
THE California legislature has passed a bill requiring
that hereafter all grants of franchises by cities and
towns to street railways shall include a concession from
the company permitting mail carriers to ride free on all of
said companies lines while in the discharge of duty. It is
yet an open question whether the bill relating to conces-
sions covering lines already operating and built under
former ordinances not requiring any such conditions, can
be enforced. In our judgment it cannot. Furthermore,
it should not; either as relating to old ornew lines, though
for the latter there seems to be no relief. There is no
valid reason why street railways should bear the burden
of transporting Uncle Sam's boys, any more than an
omnibus, hack or transfer company should do so. Or, to
carry the argument out to its completeness, little more
reason in this than making it legal for the carriers to hail
a private conveyance going their way and demand pas-
sage. The street railway does more toward maintaining
the streets than all the others named put together They
pay taxes but so does the railwaj'. If it can be required
to carry the United States mail in small quantities placed
in a leather sack and the sack hung around a man's neck,
why not carry the big leather sacks which require two
men to lift. Or, if they carry an aggregate of one hun-
dred small sacks at intervals during the day, why not
carry the hundred sacks at one time? The steam roads
with a few scattering exceptions in the case of large land
grant roads are paid a big price for this service. Why
then should the street railway perform this carrier ser-
vice free? The company enjoys the protection (some-
times) of municipal government and has its being in the
free air of liberty; but no more than the manufacturer of
gunny sacks, or plows or likethem contributes a big sum
in taxes to help run the aforesaid government. In the
case of the police and fire departments there enters a
wholly different element, namely the fact that in the per-
formance of dut}' for which they are paid, there is the
ever present danger to life. A policeman is called to
help the conductor eject a drunken person who may tem-
porarily be a maniac; the firemen enters the burning car
house and may be asphyxiated, or a large piece of water
may fall on him; but the letter carrier is the most thor-
oughly protected man in town. With that U. S. bag on
his arm the whole government is pledged to his protec-
tion, and he scarcely needs an accident policy. No reduc-
tion is made to street railways in anything the govern-
ment has to sell; why then should the reciprocity be all in
one direction?
AN editor in Toledo, Ohio, in a moment of desperation
for something to help fill his paper, bows three times
toward the East and proceeds to torture himself with the
self-imposed question: "Why should not street railways
pay a wheel tax on their cars?" Sure enough; why not?
A moment since we could have solemnly deposed there
was no possible avenue through which the street railway,
could be further taxed. Now cometh the deponent editor
with his pesky wheel tax. Just why the said tax should
be paid on the cars instead of at the office of the city
treasurer we are not informed, but doubtless for some
good and suitable reason. But the wheel tax pleases us.
The more we think of it the better it seems. Only it
falls far short of its possibilities. Before this wheel tax-
can aspire to the full vigor of sturdy manhood it must be
extended and ramified. For instance, there is the trolley
wheel; there shoi'ld be a tax on that; and the wheels in
the fare register; to say nothing of the wheel believed by
many old women to exist in the conductor's head. But
why stop at wheels? Why not tax the steps and the two
platforms; the doors and floor mats? Also the seats and
the lamps, the window blinds and the sash curtains. All
of these are more or less indispensible to the operation of
an electric car. For cable fines add to the above the
pulley wheels in the conduit, and not to slight the
time honored horse lines, let there be a hoof tax at so
much a hoof. Any and all of these items comnrj_end
themselves equally with a wheel tax. The company fur-
nishes the rail on which its cars run, and paves between
its rails, the latter effecting a large saving to the city.
For pure, unadulterated assininity, to the champion of the
wheel tax should the medal be awarded.
President W. McKenzie of the Toronto (Canada,)
Street Railway Company, has recently returned from an
extended trip through the Holy Land.
J. A. Hanna has just returned from a remarkably suc-
cessful Eastern trip in the interests of McGuire trucks.
He will help start the World's Fair, and go on another
journey.
The steam road's agitation at the thought of being
paralleled by electric roads is proof enough that more than
a casual thought has been given to the subject by the steam
road people. Legislation to prevent as far as possible inter-
urban lines has begun in Connecticut and California.
270
^lA^ll\aiU'iiy'j^ViW*
TOUCHING THE BUTTON.
IT would take a camera as large in diameter as one
of the California big trees which form a part of the
exhibit of that state to have caught all the people
who were massed in front of the Administration build-
ing on Ma}' 1st. The Review artist, however, cap-
tured a little handful, and our illustration was secured
at the verj' moment when President Cleveland touched
the button and shows the Spanish colors as thej- shot
HOW TO SEE THE TRANSPORTATION
BUILDING.
IT will be noticed by glancing at our map of the
Transportation building on page 273 that the build-
ing and annex are very capacious and to "see" every-
thing will require more time than is at the command of
the ordinarily busy street railway man. Our map of the
building is the most legible of any guide published and
is correct, being taken from the plat furnished bj' the
department.
■' THE PRftSIDE.MT WAS SURROUNDED BY HIS CABINET AND WORLD'S FAIR OFFICIALS.'
into the air. The president, surrounded by his cabinet
and World's Fair officials, stands immediately behind the
little table which is seen to the right of the center flag-staff.
The crowd back of the president is composed of invited
guests and are ranged on a gently rising platform which
reaches to the Administration building. The building in
the background stretching to the left is Machiner}' Hall.
Some conception as to the size of the buildings can be
obtained by noticing the workmen grouped on parts of
the statues.
The object of this article is to point out to the visiting
street railway man the best and quickest manner of see-
ing what will most interest, amuse and instruct him in a
walk through the Transportation Building. We do not
intend to be absolute in our suggestion, nor do we claim
to have the best method, we simply tell others a method
that has been followed by a busy street railway man.
If your time at the Exposition is limited, and what
street railway man's is not, go immediately to the Annex,
entering at the east or golden gate and going due west.
<#tt^lF{mUv2iy-li^yl£\V'
271
About here you will find aisle iVI, south side, next to the
Johnson rail display and A. & J. M. Anderson's exhibit,
a desk, space and register of the Street Railway
Review. Enter your name on the register and greet
the Review man; he will be glad to see 3'ou and not try
to sell you anything.
In this immediate section of the Annex will be found
the street railway specialties and equipments. Two
tracks here are filled with cars and car brakes, car
heaters, special motors and other large and small things
to be hereafter described and pictured by the Review.
The street railway aisles should be thoroughly can-
vassed, beginning at the west end so as to be sure of a
definite starting point. If your time is very short prob-
ably the most interesting display is to the north where the
British railway exhibits and old engines lie. If your time
is not so short, turn south and examine the foreign rail-
way supplies, engines and trains. Here also are the mag-
nificent engines of the Baldwin, Brooks and other types
from American shops and a few locomotive curiosities
from various parts of the United States. These are eas-
ily seen and will not occupy a great amount of time.
North of the street railwaj- dividing line are to be
found the steam road exhibits continued. Here, rearing
their huge bulk beside the more delicate street cars, are
monster packing houses on wheels from the various cold
storage plants, chicken cars, fruit cars, gravel cars, snow
plows, railway velocipedes, fish plates, track construction,
and in fact, every appliance in heaven above or on earth
beneath, or in the waters under the earth that will please
our steam road brother's heart and rejoice his soul.
A special fish bell}- rail construction is one of the most
interesting historical sights. The rail is set direct on
stone piers by means of spikes let into recesses in the
stone. This was one of the earliest attempts at a perma-
nent way and soon given up on account of the great cost
and the terrible rigidity of the road bed.
The London ticket othces of the English roads w-ith
their big maps of the line and their quaint phraseology,
will be well worth seeing.
Near the English exhibit is the car heater man in all
his glory, and particular attention is called to the Consoli-
dated Car Company's history of car heating as por-
trajed in the photographs and drawings.
All through these exhibits are small but interesting dis-
plays of rail joints, fish plates, switches and smaller fish of
the railway school.
On further north is the wagon and truck exhibit, which
is verj' quickl}' seen as its nature admits of ready display.
The exhibit is mainly American here.
This finishes our cursory view of the Annex, and going
east we come to the
MAIN BUILDIN(;,
where more carriages, pony carts, and beautiful sulkies
will give the horse men pleasure. There are several
hearses there, so magnificent in size and so beautiful, that
a sentimental young lady was overheard by the Review
to say that she almost wished that she could die in order
to get to ride in them. Horses and ponies in plaster
stand hitched to the pretty carts and carriages of all the
manufacturies of the world. The historical photographs
displayed are very interesting and instructive. Canadian
and English builders are fond of placing their price mark
on the vehicles in American money notation. Whips of
beautiful and costly material, and horse clothing of vari-
ous styles and makes are ranged down the east side. To
the west is the exhibit of the VVestinghouse Air Brake
Company, and further west is the Crane brake, a new
device now for the first time placed on the market.
Foreign boats are modeled and exhibited near here, as
are also the war ships of various nations. Cooke's excur-
sions, with all the wonders of a trip up the Nile, are in a
booth by themselves with Arab attendants.
At the center of the building we come upon the ele-
vator shaft, octagonal in shape and running eight eleva-
tors to the top of the building. The round trip is ten
cents and well worth the time and trouble as a magnifi-
cent view is obtainable from the dome of the building,
looking eastward over the grounds.
Don't linger there too long though, but turn still south-
ward toward the marine exhibits, passing under the big
trip-hammer model of the Bethlehem Iron Works. Next
to this, to the west, is seen the model of the model town
of Pullman and new array of railway wheels and spec-
ialties. Next comes the boat array. Boats big and boats
small, for hand, naptha, gasoline, steam and oil propul-
sion are made bj- German, English and French manu-
facturers. All are worth seeing. This brings us past
the model of a French man of war, where a lot of
nice, peaceable looking French sailor lads carry bloody
looking, naked cutlasses in their belts.
Past more boats and a few bicycles we reach the
south door and are out of the building to return by
the Golden Gate and ascend the stair or elevator to the
entresol, where saddler\- and bicycles, light canoes and
curiosities are to be beholden in profusion. Down again
and out of the building for lunch and then for the Elec-
tricit}- building, which be ready next month.
No model of the street car horse has yet been placed
on exhibition, although it should have its place among the
curiosities of a decade ago. There is time yet for some
horse man to embalm the memor}- of the hay motor and
give it a place with the sedan chair and jinricksha. The
next Columbian Exposition will surely want some mem-
ory of the car horse, to show our wondering grandchild-
ren how their parents used to ride.
The Joh.x Stephenson exhibit was among the last of
those now installed to arrive. One closed car, a grip
after the Broadway pattern. No. 100, is now on the
Annex floor. This one is beautiful!}' finished, varnished
with Valentine's varnish, and finished in a gloss that is
the pride of agent Pugh's heart. The Earle patent grip
and brake are used on the car, with the addition of track
brake, sand box. Smith lamps and Stephenson perforated
ceiling. The car is set low and finished in orange.
We shall give fuller description next month. Another
car and a truck are yet to arrive.
'.fZ
(^i/icd/li\aiWay9^eym
KEY TO THE MAP OF EXHIBITS.
BY reference to the opposite page it will be seen
that aisles L and M are devoted to the street
railway interests entirely, while O, Z, X and Y
claim a few scattering. The notations following the
name of the aisle represents by the letters N and S, the
north or the south side of the -aisle, while the Arabic
numerals show the post near which the exhibits are placed.
The group of street railway appliances is catalogued
as Si, and embraces classes 504, cable roads and cars;
505, electric railway cars with accompanying devices; 506,
horse and other means of propulsion and 507 elevated and
underground railways.
It is the just due of this department to say that the
classes have been arranged with good judgment and sense
of the eternal fitness of things.
The street railway manufacturer as a rule has appre-
ciated the benefits to be derived from a display at the
World's Fair, although all have not desired classification
under the head of department G, Transportrtion, and
many have been satisfied with joint exhibits in the dis-
plays of manufacturers using their specialty in actual use.
Department J, Electricity, claims a large number of
the strictly electrical details of electric traction, and the
exhibit tracks outside will show a number of operative
exhibits.
A number of manufacturers making both steam and
street railway supplies prefer to be classed under the
steam group, 80. This does not make them the less
important as manufacturers, but excludes their mention
in the group to which we pay the strictest attention.
CATALOGUE OK GKOUl" Si.
Anderson, Albert and J. M., Boston; electric railway,
switches, insulators, and fixtures, L. n. 6.
Baltimore Car Wheel Company, Baltimore, Md.; elec-
tric motor truck, R. n. 13.
Bass Foundry & Machine Works, Ft. Wayne, Ind.;
electric motor, I. S. 3 and 4.
Bemis Car Box Company, Springfield, Mass.; truck.
Boyle & Colleton, Grand Rapids, Mich.; street car
motor, Exhibition track.
Brownell Car Company, St. Louis; street cars, truck,
L. n. 7-8.
Burnam & Duggan Railway Appliance Company,
Boston; trolley wire brackets and insulators, W. n. 3.
Burrowes Car Shade Company, Portland, Me.; shades
and curtains for electric cars, K. n. 3.
California Wire Works, San Francisco; wire cable and
Hallidie's first cable car, and cable railway appliances,
models, photos and grips, L. n. 16-18, and M. s. 16-18.
Chicago Naptha Motor Company, Englewood, 111.;
street car motor, W. s. 11-12.
Curtis Electric Manufacturing Company, Jersey City,
N. J.; electric motors, exhibition tracks (outside).
Cushion Car Wheel Company; electric motor wheels,
K. n. 3.
Duplex Street Railway Track Company, New York;
track and track material, L. s. 3.
Elevated Suspension Electric Railway Company, Chi-
cago; model of electric railway (suspended) over aisle W.
Frost Veneer Seating Company, New York; street car
seats and backs, D. S-16, (main building).
Genett Air Brake Company, Chicago; air brake, Z. 4.
Hale & Kilburn Company, Philadelphia; seats for
cable, electric and horse car seats, D. 3-18.
International Fare Register Company, Chicago; fare
registers, L. n. ii.
Johnson Company, Johnstown, Pa.; street railway
appliances and track, L. n. 4-5.
Jones, J. M. West Troy, N. Y.; street cars, L. s.
18-19.
Lamokin Car Works, Philadelphia; cars, car gate,
etc., L. n. 9-10.
Ludlow, G. M., Elgin, 111.,; model of electric car and
track, O. n. 17.
McGuire Manufacturing Company, Chicago; motor
trucks, L. s. 15.
Murray, Jasper, Cleveland, O. ; street car brake, L. s.
between lo-i i.
New Jersey Steel and Iron Works, model elevated
railway, same as Trenton Iron Works.
Norton, A. O., Boston; jacks for street and electric
cars, U. s. 3-4.
Peckham Motor Truck & Wheel Company, Kingston,
N. Y. ; electric motor trucks. L. s. 16.
Porter Tramway Switch Company, Cleveland, O.; rail-
way switch and trucks, L. s. 12.
Price Railway Appliance Company, Philadelphia; rail
joints. Arcade system, W. s. 5-7.
Pullman Palace Car Company, Chicago; street cars
and Patton motor, R. s.
Reliable Manufacturing Company, Boston; mechanical
track switch, electric heater, etc., L. n. 14.
Robinson Electric Truck & Supply Company, Boston;
exhibited in Electricity building.
Street Railway Review, Chicago; itself, M. s. 6.
Standard Fireless Engine Company, Chicago;
ammonia motor, L. n. 12.
Standard Railwaj' Suppl}' Company, Chicago; street
car stove and specialties, L. n. 12.
John Stephenson Company, Ltd., New York; cable
cars, electric car and a truck and appurtenances thereto,
with picture of first car of 1S31, L. s. 4 to 7.
St. Louis Car Wheel Company, St. Louis; street car
wheels, I. s. 3-4.
Suspension Transportation Company, Boston; elevated
electric railway in service.
Taylor Electric Truck Compan}', Troy, N. Y.; motor
truck for electric and cable railways, L. s. 18.
Tilden B. E. Company, Chicago; car replacer, wreck-
ing frogs and switches, X. n. 9.
Trenton Iron Works, Trenton, N.J.; wire ropes and
cables of every kind both steel and copper exhibits, bj'
Cooper, Hewitt & Company, New York; Y. n. & Z.
s. 4-5.
Valley, John N., Jersey City, N. J.; model of elevated
railway, W. s. lo-ii.
(^io^d^llxcuWay-j^A^^
•273
Wheeler, Harris A., Chicago; street car seats, D. 8-17.
Whitney, A. & Sons Car Wheel Works, Philadelphia;
boxes and pedestals for street cars, K. n. 3-4.
Wharton, Wm. Jr., & Company, Philadelphia; track
material, frogs, switches and other appliances, L. n. 3.
start before May ist. The electric motors and work of
the General Electric Company will prove one of their
best exhibits in propelling this novel, and, for its intended
purposes, very practical system of transportation. Our
readers cannot afford to miss seeing the moving sidewalk
PLAN OF TRANSI'ORTATION BUILDING AND ANNEX. MAIN BUILDING MARKED B, C, D, E.
Tirii movable sidewalk was completed and in readiness and will find the ride of 2,000 feet out into the lake a
to run on April 15th, but owing to a delay in Machinery charming one, affording a splendid view of the White
Hall, from which electric power is rented, was unable to City.
274
(^iJiecti^aiWay'j\ey^
THE FERRIS WHEEL.
ALMOST like a part of the anatomy of a big watch,
the giant Ferris wheel looms up into the sky
above the Plaisance. It is intended for an obser-
vatory and to this end G. W. G. Ferris has planned it.
The wheel proper will be 250 feet in diameter, built of
structural iron and the top will be 264 feet above the
ground. There will be practically two wheels, 28 feet 6
inches apart and connected by bracings. The wheel will
turn on a steel axle of enormous size, 33 inches diameter,
45 feet 2 inches long and weighing 89,320 pounds. It
cost $35,000. It was forged at the Bethlehem Iron
Works and shipped to this city in March.
The passengers will sit in plate-glass-window cars and
travel the full circumference of the wheel. The cars are
always dependent and self-equalizing.
THE FERRIS WHEEL.
The axle is supported on steel towers 137 feet high, each
having four main columns, the two inner ones vertical and
the two others inclined. The towers are 50 by 40 feet at
the base and 6 by 5 feet at the top. They are set on
masonry piers, having pile and concrete foundations with
a load of not over 2,000 pounds per square foot at base.
There will be 36 passenger cars arranged on the rim
of the wheel. Each car accommodates 60 persons.
Passengers will be given two complete whirls, occupying
about 20 minutes and going about one-third of a mile.
The total weight of the structure is 4.300 tons, 60 per
cent of which will be in motion. Two reversible engines
aggregating 2,000-horse-povver will be used to turn the
wheel, driving a train of gearing wheels 12, 14 and 16
feet in diameter. F. J. McCain & Company, Chicago,
have the contract for construction and the total cost
will be about $300,000.
John Stephenson Company, New York, send out an
elegant Broadway grip car and electric car and a truck
in charge of Sales Agent Pugh. They are fine in finish
and practical in appearance.
Covered in its black night robe, the Brownell accel-
erator is awaiting the finishing touches that Brownell's
decorators know so well how to put on. The ceiling of
this car will be a work of art worthy of special place in
the art gallery, but much more appropriately placed in
Brownell's beautiful closed car. A Brownell truck stands
west of the car. They are both recent arrivals.
The J. G. Brh.l Company had a catnip fit and with-
drew their application to exhibit because the Chief of the
Transportation Department could not give them the
largest and best space in the building. The space thus
vacated was eagerly secured by another exhibitor of vari-
ous street railway appliances, and both the Transportation
Building and, indeed, the World's Fair was opened on
time just the same as if nothing had happened. Now the
Brill people are trying to move heaven, and earth and
the Chief of Transportation Department to get in. We
do not see how it can be granted in justice to other
exhibitors, some of whom, by reason of unavoidable delay,
were forced to curtail their expected display in order to
comply with the "everything in by April 30th" order.
Two prominent car builders, however, have remarked
they regretted the absence of the Brill exhibit, as they
had no fears that their own would suffer any by com-
parison.
The condition of the Electricit}' Building at the
World's Fair, is, as we go to press, in a sadly deplorable
state, and reflects little credit on the executive manage-
ment of that department of the Exposition. The excuse
now advanced that the foundry where the staff work is
made was slow, simply begs the question. Hundreds of
packages now remain untouched, and the exhibit as a
whole is in a chaotic condition. The order issued by
Chief Barrett on May 9th, that after May 14th no fur-
ther work would be allowed, and exhibits then unpacked
or unmounted must so remain, should have been given
long ago. The eyes of all the world are turned toward
the electrical exhibit as promising the greatest interest of
any department, and thousands daily have alreadj- been
turned from its doors in disappointment. While the
blame is mutual as to chiefs and exhibitors, the fact
remains that the heads of other departments found a way
— and where they could not find a way made one — to
have their buildings in at least a presentable condition
two weeks ago, and Chiefs Barrett and Hornesby might
have followed the example of the Transportation Depart-
ment with profit. Credit is due the gentlemen named
for the classification and grouping of their exhibits, which
is excellent, and for having drawn the line wisely in bar-
ring out electrical "fakes"; but the laxity which has
governed exhibitors now results in mortification alike to
exhibitors and management.
(^li^l?(cuWiiy9^ytcv/
275
A STROLL THROUGH THE TRANSPORTA-
TION BUILDING.
}T is not without interest to read the artistic and archi-
tectural details of the Transportation temple as rela-
ted to^a Review correspondent by a prominent Chi-
cago artist and architect.
"The building is considered," said the gentleman, "an
exquisitely refined and simple piece of architecture, beau-
tifull)' in proportion and fittingly interpreting its function.
Its elaborate detail does not overcome the simple and
pleasing effect of the whole. The style savors of the
Romanesque, although the design on axial lines and the
proportions show the methods of composition followed by
the Parisian School of Fine Arts.
Viewed from the dome of the Transportation the
grounds may be seen to the most artistic advantage.
The main entrance on the east side of the Transporta-
tion is the already noted Golden Gate, which consists of a
magnificent single arch enriched to an extraordinary
degree with carvings, bas reliefs and mural paintings, the
entire forming an exquisite effect, rich in coloring but
quiet.
The Roman basilica is the motif of the interior, with
its wide nave and aisles.
THE GOLDEN GATE.
Three divisions form the roof, the middle being the
highest and terminating in a dome. The three form an
arcaded clear story. The cupola rises 165 feet above the
ground. Here is a bank of 8 elevators set in octagonal
space and running to the dome, and form a part of the
transportation exhibit. The galleries of the second floor
of the building are easy of access on account of three ele-
vators and as they contain the bicycles and other light and
popularly attractive goods, will be centers of great
interest.
The main building is 960 feet east front, north and
south, by 250 deep, east and west. However, to the
west extends the Annex so often previously described,
which runs to the Stoney Island avenue fence.
The Annex is 425 by 900 feet and covers 5.8 acres,
the Transportation proper covers 5.6 acres, making a
total of 1 1.4, at a cost of $370,000.
The exhibits here are now nearly all in position and
without doubt the Transportation department deserves
the distinction of being the most nearly completed. The
transfer table gangway has been already closed, and the
big engines, little engines, cable cars, ammonia motors,
rails, ropes and rigging are all standing up and looking
their best while awaiting the first prize, which all confi-
dently expect.
Wandering over to the Annex the first thing that will
attract the visitor's attention is the beautiful and graceful
mountains of iron and steel from the engine works of
Baldwin, Brooks, and those of English make. It seems
as if a push of the hand would cause them to start
into life.
Not less interesting are the palace coaches from Ger-
many and England. In the former especially the small
department marked "Nichtrauchter" warns the pipe
lover that his pet meerschaum must repose in his grip
while traveling there. The side entrances of the English
coaches with the little kennel for the "guard" are objects
of surprise to the strictlj' American traveler, whose first
trip has been the one that landed him in Chicago.
Set in their little glass houses the naval displays of
models are thronged by crowds who are anxious to
familarize the eye with the proportions, colors and con-
veniences of ocean travel or whose war like spirit rejoices
in the murderous looking minatures of big guns.
Swing bridges and draw bridges, railway bridges, and
all kinds of bridges are collected in the lower part of
Transportation proper, while divided by the titanic trip
hammer, marked Bethlehem Iron Works, stands a rack
of pipes showing how Geo. Westinghouse brakes the
speed of 100 cars. The latter exhibit is correct to an
inch and forms one of the most interesting of sights.
The foreign nations show pictorially and practically
their means of transporting passengers and freight. The
snow-capped Alps in a panoramic view, the path of the
English roads through the historic shires of England,
minature booking office, railway guides and every depart-
ment of traffic makes the big red building a mass of con-
ventions and a grand round-up of world wide traffic
experience.
THE GOLDEN GATE.
of the Transportation is the most remarkable and beau-
tiful feature of the building. Under its low portal drift
the thousands who come thither to behold, to many,
the most interesting of all the exhibits. The rich color-
ing and appropriate bas reliefs are finished in silver. At
the right of the arch in golden letters appears the legend:
"There be three things which make a nation great and
prosperous: a fertile soil, busy workshops and easy con-
veyance for men and goods from place to place." — Bacon.
At the right appears the following inscription from the
words of one of the greatest of Englishmen: —
"To all inventions, the alphabet and the printing press
276
(^l^^lf^atlvVa^li^ylcW*
exxepted, those inventions which abridge distance have
done most for civilization." — Macaule}'.
Then there might have been inscribed the voice of all
modern political economists, saying: "He who affords a
city rapid transit giveth its inhabitants freedom from the
landlord's slavery, healthy and happy homes, pleasure and
profit." _
THE ELECTRIC LAUNCHES.
INTRAMURAL transportation by water is legitimate
copy for the World's Fair editor of the Street
Railway Review, and it may be also of interest to
the storage battery people, expectant, as well as to the
overhead trolley people, exultant.
The launches, one of which we show herewith, when
in their native element, are combinations of grace, ele-
gance and noiseless motion, unexcelled on earth or in
history, gliding swiftly, surely and silently in the waters
of the lagoon, the poetry of motion and the perfection of
construction was the conception of Frederick L. Olmsted,
landscape gardener -for the Exposition. The lagoons
give three miles of roadway or rather waterway, all
double tracked. No bonding of waves is required.
The general dimensions of the boats used are 35 feet
10 inches by beam of 6 feet 3 inches. They will carry
30 passengers each, and have a draft of 28 inches. The
Consolidated Storage Battery Company furnished the
batteries, and the General Electric Company the specially
designed motors for the craft. The batteries and motors
are placed beneath the seats and flooring. Each boat
will cover an average of 40 miles a day, with one change,
giving a total of 2,000 miles to the fleet, daily. Six miles
an hour is the speed allowed for the boats, but two miles
more is at the control of the skipper if emergency re-
quires it. The motors are 4-horse-power and connected
directly to the propeller shaft. The controlling device
consists of magnetically controlled switches operated by
a lever. Four speeds ahead and two astern are found to
r
P ' i-' I! W 1 11 SB IB flB ii f tU = ':'
ELECTRIC LAUNCH ON MAIN LAGOON, WITH HORTICULTURAL BUILDING AT LEFT AND ILLINOIS STATE BUILDING (WITH D0ME)_IN DISTANCE.
grace. The poet of the future will some day be com-
pelled to pigeon-hole his ballad of the brown armed
fisher lad pulling at the ashen oar and sing a song after
this style:
Oh! Mectric launch, thy praise I sing,
Wliile skimming swiftly o'er the wave,
A s on thy breast I safely rest.
As battery grids my back aches save.
Forgive me, goddess, that I sang,
When I was yoimg, of ashen oars,
For now I hail the rheostat
And praise the " bats '' with Mectric stores.
To return to our mutton after this ecstatic flight: the
electric launch fleet numbers 50 sail, or rather "bat,"
owned and operated by the Electric Launch and Naviga-
tion Company, of New York. The launches are of the
pattern of the prize winning Electra of last years' fame.
General C. H. Barney, of New York, is reputed the
originator of the idea, and the general plan of lagoon
fill all requirements of naval storage battery practice.
Fifty-two volts is the required pressure for the regu-
lation speed, for which the batteries are grouped in three
divisions of 26 cells in series. When in operation there
is a discharge of 42 to 45 amperes, aggregate.
The five big electroliers in the manufactures building
are 60 feet in diameter and accord in size with the hall
in which the}^ are placed. They weigh nine tons and
hold 78 arc lights. The largest one, which hangs in the
middle of the floor, weighs twelve tons and supports 1 10
lamps.
The Arab guide in the booth of Cook's excursion
men, attracts no little attention, and more than one woman,
who has made remarks about him, has been meta-
phorically knocked down by his Arabship's tender voice,
sa3'ing: " Zis, madame, is ze great Pyramid," etc., etc.!
(^i?iktj\mWayj^yle\/
277
ROLLING CHAIRS.
NOT only invalids and ladies, but the tired world
in general, may be expected to patronize the
conveniences offered by the Columbian Roll-
iniT Chair Company, whose vehicles are represented by
the accompanying engraving. The chairs are 2,400 in
number, and were made by the Wakefield Rattan Com-
pany and the Haywood Rattan Company. The bodies
of the chairs are made of rattan with cane seats. The
wheels resemble those used on bicycles and have 1%
inch rubber tires. The chair is very light, strong and
durable. The wheels are four in number, the front ones
being pivoted for guides, and can be lifted clear of the
ground when ascending or descending hills. Double
chairs for wedding parties, with two attendants, are also
awaiting occupants and will probably be in large demand.
ROLLING CHAIR — {GOSPEL CHARIOT.)
These chairs will be the only surface conveyances allowed
within the grounds and will no doubt claim their share of
patronage. The rates are very reasonable, varying from
75 cents an hour for single chairs to $1.00 for double
chairs, with attendants. If your wife or friend desires
the company of yourself alone, 40 cents an hour will be
charged for the single chairs, an hour, and 60 cents for
the double ones.
The attendants are all physically capable, young theo-
logical students from various colleges, who wear a neat
blue uniform and are well posted as to the what's-this-
ness and why's-that-ness of the Columbian Exposition.
The method of timing the chairs is unique. At the
fourteen various chair stations on the grounds, are placed
clocks, regulated perfectly. When a ticket is bought it
is stamped with the day, hour and minute, by means of
an automatic time stamp, regulated by the clock. By
this means all contention as to time and price will be
obviated.
CONSOLIDATED CAR HEATING COMPANY'S
EXHIBITS.
LT IS the letter of the aisle, on the south side of
I which, occupying posts i, 2 and 3, the Con-
■' solidated Car Heating Company, of Albany, N.
Y., has Its exhibit already installed. The displa}' is in two
parts, one an oak case 50 feet long by 14 feet high and
the other a model of a railway train showing all the Con-
solidated methods.
PART OF C. C.-H. EXHIBIT.
The oaken case, which is upright, has seven panels,
each separated by mullions all finished in natural oak.
The effect is artistic and by means of these panels the
successive details of car heating are shown.
Far to the right as the visitor faces the case is the
"commingler" system shown with its fire-proof heater.
This, together with the next panel, which contains full
sized details of the temperature, regular and direct steam
system, will be of interest to steam road men. Next
comes the hot water heater, represented by the C. C.
H. Company's multiple circuit sj'stem, which is shown in
general and in detail, with all appliances used for regula-
tion. Engineers will see here also steam gauges for the
locomotive, pressure valves full size and sections of relief
and large throttle valve. Next the details of the com-
mingler system are arranged for inspection and last and
of greatest interest to our readers, the details of the
electric heater described at length in the April issue of
the Review. The various parts are so shown that each
is seen in full detail, and to help the imagination, a longi-
tudinal section of a street car is placed on the floor
beneath, giving in full size and ensemble the heater as it
is placed in the riser. The only evidence to the eye of a
278
(joticcti?(aAWxiy-j\eV^
system of heating is the wire grating which is rather
ornamental than otherwise, but to the feelings of cold
passengers last winter on a goodly number of lines the
evidence of the effectiveness of the Consolidated Car
Heating Company's electric heater was both plain and
pleasing.
The next to the last plant is a curiosity as it contains
the pictorial history of car heating from the early box
heater of 1S47 to the scientific commingler system that
provides for every exigency by adopting all the latest
knowledge of calorics. Lastly to the east end of the
PANEL OF C. C.-H. CO'S. EXHIBIT, SHOWING PARTS OF STREET
CAR HEATERS.
board stands a full exhibition of the multiple circuit system
in full.
Standing on an imitation stone viaduct with culvert
track, road bed, rails, and all complete, is a train of an
engine and three cars. They are all one-eighth size to
scale. The show the steam connections and methods of
healing by the Consolidated Car Heating system, three
in number, two hot water and one steam. The train is
perfectly lighted by ten 2-candle-power incandescent
lamps on electroliers with a small lamp under each hood.
The engine alone cost $1,600 and the beauty of the
exhibit collects a large crowd both of railroad men and
lay brethern and sisters.
E. J. McElroy is engineer in charge of the exhibit.
He will take pleasure at any time in talking C. C. H. to
all comers.
THE GENERAL ELECTRIC DISPLAY.
ALL visitors to the World's Fair during the month
of May were not a little surprised to find the Elec-
tricity building still in a stage of incompletion .
The various causes working trouble have been sufficiently
explained before and need no repetition here. One main
exhibit is, however, pretty nearly completed.
The space on the main floor near the center of the
building and radiating north, south, east and west is
devoted to the energies and resources of the General
Electric Company. Under special commission from the
Lynn factory. Lieutenant E. J. Spencer has charge of the
General Electric's magnificent historical and manufactur-
ing display.
The offices of the company occupy the space on the
east of the center way catalogued as offices and comfort-
ably situated. Directly in front of the offices in the south
center of affairs is the railway display, which consists of
several trucks upon which are mounted General Electric
motors. The catalogue of the trucks, which are tracked in
semi-circle, read as follows: One McGuire carrying two
single reduction F, 30-horse-power motors; one Taylor
carrying two water-proof 30-horse-power motors and a
Genett air brake; one Bemis truck with two water-proof
50-horse-power motors, and a Stephenson truck equipped
Russell Harrison and his eastern friends are actively
engaged acquiring Indiana roads. The Terre Haute line
is the latest bought.
OPERATIVE ARC LIGHT PLANT IN GENERAL ELECTRIC EXHIBIT —
ELECTRICITW BUILDING.
with two new L. W. P. 60-horse-power, four pole type.
A Jackson & Sharp intramural railway truck is also repre-
sented with a full complement of controlling apparatus
described in the last issue of the Review. In the center
of this circle stands a Robinson radial truck frame com-
plete, without car body, carrying an equipment of two
water-proof 50-horse-power motors. The Wm. Wharton
track work upon which the truck stands is a fine specimen
of modern construction. Wharton girder rails and chairs
are used with frogs and cross overs.
Standing in a row in front of the trucks are three
railway generators. The center one is a 300 kilowatt
multipolar flanked on each side by two smaller of 100
(pijwii J\aiWiiy j\eA/icW'
279
and 200 kilowatt each. The large units of 500 to 1,500
kilowatt are found in the Intramural power house. The
whole exhibit is a complete showing of the best and most
widely known products of General Electric genius and the
display is arranged with both artistic and mechanical
effect.
Next to the railway display are to be seen every
variety of special motors for house, factory and mercan-
tile use. A complete line of Edison and Thomson-
Houston special motors are in this space set forth ready
to pump, pull, push or supplement the honest toil of any
motor using man.
Opposite the railway display on the east is an arc light
plant in actual operation, furnishing arc lights for the
building. Diagnally opposite the center and under the
same gallery is the isolated light department, displaying
the standard type incandescent machine and the new types
of direct driven isolated lighting tnachinery. The alter-
direct machine made, and loaned to the General Electric
by the New York Illuminating Company. It has been
'n service 1 1 years and will be returned to again take up
hard labor.
The Edison column of light, which forms the central
attraction of the main floor, is planned after the German
tower of Victory. Below in the collonade the beautiful
display of electric glass ware and the surmounting glass
lamp of 30,000 pieces forms a never to be forgotten
sight.
The total space occupied is 300 by 350 feet in the
Electricity building, besides the track space south of the
Transportation and the exhibits within the latter building.
The intramural road and power house is also_ catalogued
as an exhibit.
Lieutenant Spencer's work has been magnificently
carried out and the grand display will attract the thous-
ands it has meant to touch and thrill.
CAR HOUSE AND TRACKS OF THE INTRAMURAL RAILWAY— SHOW I NG CURVES.
naling plant east of the center includes a direct driven
alternator in connection with a Mcintosh- Seymour en-
gine.
In the same class of display are also actively operated
the Edison type engine, the Lake Erie, and the M. C.
Bullock engines directly to General Electric multipo-
lar generators, which have the latest iron clad arma-
tures. This engine -generator exhibit is in machinery
hall and forms a very interesting feature of the initial
power supply.
At the end of the east display is the very interesting
marine exhibit, here are shown the ship lighting plants
both direct and belt driven, and search lights, with the
projector recovered from the U. S. S. Trenton, wrecked
off the Samoan Islands.
There is also a fine display of hoist, drill and electric
locomotive specialties in the space to the Northwest of
the center. The three phase apparatus is well repre-
sented.
North of the center is the incandescent three wire sys-
tem. The grand center piece here is Jumbo, the first
INTRAMURAL OPENING.
ON Thursday, April 27, occurred the formal open-
ing of the intramural elevated electric railway at
Jackson Park. The Re\iew has from time to
time described the progress of the work of the engineers
and electricians upon this unique road; and anything
descriptive would be only repetition. Suffice it to say,
that the machinery in the very compact and elegant power
house is now in actual service and the verdict of the
public is "very good."
Perhaps few power houses are blessed with as much
power per square foot of floor room as the intramural,
which is estimated at 1.87-horse-power per square foot.
Mr. Matlock's structure is worthy of his experience and
hard work as also are the results of the electricians C. H.
Macloskie and G. K. Wheeler.
At the invitation of General Manager W. E. Baker,
fully 150 guests assembled at the Fifty-seventh street
station of the intramural. Among those present were B.
E. Sunny, T. P. Bailey, Geo. K. Wheeler, B. J. Arnold,
280
<^iicd.J\aiWiuy'9\cV(W'
Engineer C. P. Mallock, C. H. Macloskie, Lieut. E. J.
Spencer and olhers of the General Electric Company,
with their wives; the daily press of the city, correspond-
ents of foreign papers, and the technical press represented
b}' the Western Electrician, the Street Railway Journal
and Gazette, the Electrical Industries, and the Street
Railway Review, besides a few representatives of the
general public.
The easy, steady motion with which the train starts is
highly commendable, and although the sinuosity of the
line renders high speed undesirable, the trip affords in
manv respects a larger conception of the grounds and
buildings than can be obtained in any other way.
Four cars, each seating lOO passengers, comprise a
train. The motor car, which is similar to the others,
carries over 500-horse-power, divided among four motors,
two on each truck. The same general plan of fare col-
lections and handling of passengers is employed as on
other elevated roads.
THE MAMMOTH SWITCHBOARD.
REACHED by two galleries, the magnificent
switch board in Machinery Hall, will be the
most visited point in this interest crowded room.
There are really two boards, both constructed of beau-
tiful white marble and arranged in tiers. The upper
board holds the switches, controlling the e.xciter machines
which are four in number and rejoice in the appellation
THE WESTINGHOUSE SWITCH BOARD— MACHINERY HALL.
of the "direct connected kodak type." They are wound
for 250 volts, and have a capacit}' of 400 amperes each.
These four machines furnish the "excitement" for
twelve 10,000 light and two 4,000 Hght alternators, which,
together, compose the Westinghouse lighting plant. They
work in multiple. This board is known as the standard
Westinghouse board.
The other, or dynamo board, is divided into 26 panels,
all seemingly alike, and each controlling a separate gen-
erator. As each of the 10,000 light generators is really
two machines, it requires two panels to each of them.
As there are twelve of these, a simple arithmetical equa-
tion of 2 A 12 = 24, accounts for all but two panels and
these control, each, one 4,000 light machine.
Two field rheostats, field switches, dynamos, changing
switch, ammemeter, pilot lamp and voltmeter, compose
each panel.
The feeder system attached to the switch board is
complete in every detail and will be examined with in-
terest by every visiting electrician.
The Westinghouse board is 71 feet long by 9 feet 2%
inches high, while the lower board measures 38 by 11
feet I ^4 inches.
Our engraving represents the board as well as photo-
graphs can paint the resplendent marble and glittering
brass. The Westinghouse board was constructed by a
special commission from the Pittsburg factory.
SOUTH AMERICAN OX CART.
S
OUTH AMERICA contributes to the curiosities
of transportation bv sending in the remarkably
light and graceful chariot represented in the en-
graving herewith presented. The heavy wheels and
SOUTH AMERICAN OX CART — TRANSPORTATION.
rustic body of the vehicle are set in strong contrast by
being placed in the entresol, next to the latest and lightest
bicycles. This vehicle attracts considerable attention.
THE TROLLEY PATENT AGAIN.
THE patents recently granted to Chas. J. Van
Depoele, (deceased), and assigned to the Thom-
son-Houston Electric Company, are claimed to
be fundamental ones on the trolley. The patents are
said to cover the underneath contact made by a rolling
wheel or a sliding spoon, the overhead contact by wheel
or spoon and the reversibility of the trolley pole, allowing
the contact to be made on either side of the trolley wire.
Fundamental patents on the trolley seem to be numerous
but the name of the distinguished inventor, Van Depoele,
would probably add value to this patent.
^[ud^V^aAi^^S^w^
281
WESTINGHOUSE REPRESENTED.
THE Pittsburg people are in no wise careless of their
representation at the world's jubilee of arts and
sciences, and have placed before the throngs at
Jackson Park a full view of the works wrought by
Westinghouse.
The installation of the company's exhibits come under
two general divisions, active and displayed, while these
two are again divided by location into five parts and dis-
tributed appropriately over the grounds.
The five main exhibits of the firm come in equal
prominence under the jurisdiction of Professor Barrett in
^^'^"MiLii!
ERECTING WESTINGHOUSE GENERATOR — MACHINERY HALL.
the Electricity Building, and under Chief Robinson in the
Machinery Hall, which latter holds the most generally
interesting of the features and the greater portion of the
working exhibit.
In Machinery Hall are installed the twelve 1,000-horse-
power alternating machines, and 700-horse-power direct
current dynamos in active operation to the end of furnish-
ing light to the grounds and buildings, as further noted in
the description of tlie Westinghouse switchboard. Part
of the arc lamps, about 2,000 in number operated, also run
from this regular lighting plant, being run from economy
coils connected to secondaries of the transformers. We
show in our engraving a view of this installation in pro-
cess of erection.
H, I, of the Electricity Building, means that the Wes-
tinghouse Electric & Manufacturing Company has a space
so marked where the railway department will place its
wares on exhibition.
Two types of their railway generators will be here
exhibited, both of 500-horse-power, and both turning, one
as a generator and the other as a motor. An interesting
feature of this exhibition is the "Kodak" outfit, in which
the company takes particular pride. This installation
purports to show the minimum of space and maximum of
power possible by the direct connecting of a 500-horse-
power multipolar generator, 375-killowatt, with a Wes-
tinghouse Machine Company engine. A complete out-
fit of motors and cognate specialties will be shown in this
connection, both in active operation and in detail.
In J, 2, is the electric arch, clustering upon which are
hundreds of incandescent lamps, glowing like stars upon
the magnificent arc which divides the two plants of the
long distance transmission exhibit. These two, known
as the generating and receiving stations, will be centers
of interest to every electrician who visits the Exposition.
A multiphase 500-horse-power motor here in the receiv-
ing plant drives a generator giving both direct and
alternating currents. Every method of power will be
illustrated, from the belt drive and direct connected
engine to the just mentioned long distance transmission.
and a generator direct connected to a Pelton water wheel.
Examples of long distance transmission will be also shown,
either with alternating or direct current, obtained at any
point of the distribution at will. Tesla motors will be
shown in this connection, operating various industrial
machines, besides a railway motor truck running from
direct current circuit, obtained from a portion of this long
distance transmission of power apparatus.
B, I, of the Electricity, is the section devoted to the
interests of meters, transformers, and accurate measure-
ment apparatus generally, while B, 2, will strive to set
forth direct current types of machinery and supplies.
In the regular transportation exhibit there will be found
on the displa}' tracks south of the Transportation Building
two cars equipped with Westinghouse motors and material.
After this short sketch of what may be expected it is
useless to remark that the displays of the compan}' will
WESTINGHOUSE GENERATOR — MACHINERY HALL.
be of intense interest. In fact, the whole range of elec-
trical thought, workmanship and mastery has been
brought out by the various electrical companies to instruct
the electrician, please the industrialist and capitalist, and
astound the lay public.
The Westinghouse exhibit is in charge of E. E. Keller,
of the Pittsburg oflice, who is here the manager and
general superintendent of the Westinghouse electric light-
ing installation. O. H. Baldwin, of Pittsburg, has charge
of the exhibits in the Electricity Building.
382
(^^mid'J{aAl^\^^/im/'
THE LAMOKIN OPEN CAR.
BACKED by the sturdy exhibit of the big and
handsome cars of their steam brethren, the great
number of street railway cars are most advan-
tageously displayed on either side of aisle L of the Trans-
portation annex. The large skylights above give an
abundance of light, and, as hinted, the effect is hightened
by the proximity of the steam cars exhibited in the back-
ground. On the north side, occupying spaces 9 and 10,
stand the creations of the Lamokin Car Works, of Ches-
ter, Pa., of which concern E. H. Wilson & Companj- are
proprietors.
Wilson & Compan}' have certainly done themselves
great credit in this exhibit, which consists of an open and
a closed car, the former of which will demand our atten-
tion this month.
The style of the open car is one much favored by the
Lamokin people, having vestibuted ends with large win-
The curtains are, in addition, wadded across to preven*^
blowing in. The side festoons of the interior are of gold
draping, tastily arranged close under the side ceiling.
The car is well constructed below as above. It is
wired for the Westinghouse system having, ten electric
lights, two of which are arranged for service behind the
signal at either end. These signals are of three colors of
Cochran's patent device. Two of Cochran's sand boxes
are on the car and the brake is of the lever type.
The side sills are steel plated their whole length to the
thickness of half an inch. A noticeable feature of this car
is the Stanwood steel perforated tread step, which runs
the whole length of the car on each side. These steps are
the first introduced by the Stanwood Company and add
much to the beauty of the car as well as to the safety of
the passenger and employe. The car is fully equipped
with radial bars, headlight and foot gongs, while the trol-
ley board on the roof is the latest patented device of Mr.
Cochran. This trolley board is solidly fastened at either
THE LAMOKIN OPEN CAR — EXHIBITED AT WORLD'S FAIR.
dows and drop curtains. The vestibule is rounded and
has a box for the motorman at either end. By reference
to the accompanying engraving the arrangement of the
side seats on either side of the motorman's box may be
seen. These seats will hold two passengers each. The
other seats, seven in number, are reversible and have, in
common with the rest of the construction, bronze fittings.
The ceiling in the main part of the car is of oak in
antique finish, handsomely decorated by a new process
of silver stamping into the wood. The ceilings of the ves-
tibule ends are done in fancy colors and stripes. The
deck sash, by which the car is ventilated, is glazed and
ornamented with frosted decorations.
The side spring roller curtains, on either side, are
arranged to run in slots which are cut into the posts, by
which means the curtains are not allowed to jump out.
end of the car on the roof to the end roof timbers, saving
the car roof to a great degree.
The truck upon which the car is mounted is furnished
by the Robinson Machine Company, of Altoona, Pa., and
is their well known motor truck type. It is a joint exhi-
bition with the Lamokin car.
The car is 28 feet long, over all, painted in ivory and
striped with gold, with open work, solid brass side seat
panels and a galvanized iron wire screen at the sides of
the vestibule, in fact the entire car is such as the La-
mokin works would be expected to exhibit, and one in
in which Sales Agent Pratt can take delight and profit.
Standing committees named include the one for Elec-
tricity, as follows: R. C. Clowry, chairman; C. K. G. Bil-
lings, C. H. Wacker, C. L. Hutchinson, Mark L. Crawford.
(^itJwd>j{aJU^J^^
•^»:i
ELECTROLYSIS OF WATER PIPES.
Abstract from A Paper Read Before the New England Water Works Association, by C. H. Morse,
Inspector of Wires, Cambridge, Mass.
WHEN electric cars were first put in operation
in Cambridge they depended upon mother
earth, the water pipes, the gas pipes, and
anything over which the current could
flow, to convey it to the station or act as a sewer. No
thought was given to the loss which would result to the
company from doing this, to say nothing about the effect
upon our pipes. I can, perhaps, illustrate this loss by
saying that three months ago, in parts of Carnbridge, the
loss of pressure due to the power which was required to
force this current back over this uncertain path was 20
per cent. Now when I tell you that the central stations
of the West End Railroad Company have a maximum
capacity of 12,000-horse-power, which would give suf-
ficient current for 24,000 arc lamps the same as are
used in our streets, or 1 20,000 incandescent lamps, such
as we have in this building, you get an idea of the power
which is being sent out. When you think of that current
returning, as it has been obliged to return, you can see
that there must be an immense amount transmitted over
our pipes.
When the railroad company put in their power plant,
they ran large numbers of feeders, as we call them, and
one wire between the rails, and attached the two rails to
this return wire, so that the current, as I said before, will
go to the car through the motor to the wheels, to the
rails, and get along as best it can back to the station.
This becomes very soon an uncertain path, as it was
found that electrolytic action took place upon this wire
and it disappeared in places. They thought at first that
it was due to something in the soil, but it was very soon
traced to the same enemy which you have to contend
with, that is, electrolytic action. I remember the practi-
cal experience we had with these dead rails, as we call
them. When this wire was eaten off and a car came on
to that section, if by any chance you placed one foot
upon the rail and another upon the ground near it, shocks
could be obtained. That happened simply in this way:
The current must get back to the station, and it would
take to the rail, which was not well grounded, would
go up one leg of the man who stood on the rail and
down the other to the earth, especially if the earth was
a litde moist, dividing again inversely according to the
resistance.
The effect was so great that the West End Railroad
Company made a complete change and reversed the con-
ditions. It would be as if you started with your water
works system by pumping the water from the sea into
the sewer, forcing it up out of the sewer pipes and
back through the faucets and through the mains to the
reservoir. That is, they attached the other pole to the
earth to remedy this difficulty, and instead of sending
the current out over the feeders, they commenced about
a year and a half ago to force it out through the ground,
have it go up through the cars and back through the
feeders.
Mr. Nevons and I went to the different places where
we had traced these difficulties, or where they had been
called to our attention rather, and found that lead pipes
had disappeared in a short space of time, some even in
six or eight weeks. Iron pipes had been tried with the
same result, also galvanized iron; brass pipe had been put
in and deterioration was noticed at once. Rustless iron
was tried, and it did rust decidedly. (Laughter). Well,
it was not the work of any mysterious agent, but was the
result of what almost all of you have seen in school
► experiments, that is, the decomposition of water. The
current left the West End power house at East Cam-
bridge, it flowed through the ground, and, of course,
divided according to the resistance, and took to whatever
conductor came in its way. It took to the rails, the water
pipes and gas pipes. Now we get no action except at
what we call the positive pole. That is where the cur-
rent is flowing out of the pipes; where it takes to the
pipe there is no action. The current flowed along on the
pipes, and in this particular case it got down on to Bridge
street, which is near Charles river, and flowed along our
supply pipes on the wharves and here it had to get across
the river to propel the cars in Boston. Where it left
those pipes action took place.
Well, the remedy, the quick remedy for that, of course,
was very apparent, that is, to reverse the current. So
the officials of the West End Railroad Company were
invited to a conference with the Water Board and myself,
and I am pleased to say the company were willing and
anxious to do anything in their power to obviate this
difficulty. A certain amount of credit belongs to them
for that, although, of course, they had a reason for want-
ing to do it themselves. They were losing anywhere
from 5 to 20 per cent of their power in this return; and
when you reckon the loss on 12,000-horse-power it is
quite an item; if they could save 5 per cent of that by the
investment of a large amount of money it was very
desirable for them to do it. They were consequently
perfectly wilHng to take hold of this matter.
Observations were made by several of the water works
employes unintentionally. Some of the other gentlemen
present could tell you about those, perhaps, better than I.
Such an immense amount of current was flowing over the
pipes that upon attempting to make a joint by putting
oakum around the pipe, it was found that the electric
arc was sufficient to set fire to the oakum, frightening the
men considerably, I imagine. This, of course, would
not necessarily indicate a very high potential, but proved
the presence of a large quantity of current in the earth.
Tests were made in different parts of the city by means
284
(^l^^JXaiWarli^eylcW*
of instruments adapted for the purpose, and we found
between North Cambridge, Harvard Square, Central
Square and East Cambridge a fall of potential all the way
from 25 to 45 volts. Now, you can reckon the percent-
age as well as I. There should be no fall of potential,
but there was a loss, as I said, of from 25 to 45 volts,
from 500 volts, which is the maximum pressure, making
more loss than can be allowed with economj'. When
we attached to the negative pole of the machine and made
our tests from Harvard Square, we found a loss of 100
volts, or 20 per cent of the pressure. You can now
see, as I said before, why the company was verj' ready
to take hold of this matter.
How are we to remedy the difficulty? I know of no
way by which we can use the single trolle)' wire system
and overcome this difficulty without putting up an im-
mense amount of overhead returns, through which the
resistance will be reduced to almost nothing. How far
the company will be willing to go in this I cannot say.
Their spirit has been so admirable in the past I have no
right to suppose but what they are willing to carry it to
that extent. Certainly, the city will require it carried to
such an extent that the pipes will be in perfect safety.
The maximum amount of current which can be allowed
to go over them I am unable to tell you at present
but a series of experiments are being conducted now a
my house to determine this. I have some pipes buried.in
the earth, the current flowing over them, and I am watch-
ing carefully the deterioration daily. I am in hopes to
make a report soon to the Water Board upon the maxi-
mum amount which can be allowed to flow upon iron
pipes from which we will have no effect.
By doing what we did do, reversing the current and
attaching our water pipes to the negative pole of the
dynamo, we hurt one of our old friends seriousl}', that is,
the Gas Companj'. You see the effect. The current
will flow on the water pipes, and it has an eas}' chance to
leave them through their connection with the negative
pole of the dynamo. Now it flows along on a gas pipe,
and as soon as it can it will leave the gas pipe to take to
the water pipe. I felt it my duty to make this clear to
the president of the Gas Company, and called his atten-
tion to it, saying that something ought to be done to pro-
tect him, and a conference was had between the railroad
people and the Gas Company, and I was invited to be
present. At that time we made an arrangement with the
company which will help it somewhat in that direction,
and help us as well as them. We propose now to con-
nect the gas pipes and the water pipes together in all
parts of the city. It will be done in buildings. A man
from the West End Company has been appointed who
goes as a gas man to the different stores and factories,
and in those places he will solder a wire to the gas pipe
and also to the water pipe. This can do no injurj- to
either, but will decidedly help both companies.
You will be a little interested, perhaps, to know of one
or two experiments which we have tried in East Cam-
bridge when investigating this subject. Mr. Nevons will
be perfectly familiar with the new engine house at East
Cambridge. It is not yet occupied. There is an old
supply which comes in from one street that connected
with the old house, and a new supply comes in from Otis
street, I believe. The mains are connected together at
the corner of Third and Otis street, and this engine house
is on the corner. Now there is sufficient difference in
potential between those two pipes so that if connected
together by a medium sized copper wire, about a No. 18,
it will heat the wire so hot that you can't bear your
hand upon it. There is sufficient power to run a good
sized motor, and I suggested to the engineer that he put
a motor in there and run a planing mill and a few other
little industries to help out that section of the city. It is a
matter of fact that if we could save all this energy which
is being thrown away, we could run a large factor}'.
In fact, if we run a copper wire from East Cambridge to
Harvard Square I think at times there would be no
difficulty in running the whole University Press by this
wasted power.
It was a little surprise to me the way they attempted
at first to return the current. Iron carries a current of
electricity not as readily as copper; it has seven times the
resistance. Now, there are girder rails, that have, we
will say, 10 square inches, some of them have as high as
14 square inches sectional area. That would have a
carrying capacity equal to a piece of copper 2 inches
square. And yet these rails are bonded by a No. 4 cop-
per wire, a wire smaller than a lead pencil. It seems
quite ridiculous that they should ask this little bit of fine
copper wire to carry as much current as a big rail,
where they could have a piece of copper wire, as I said
before, for these big rails, of at least two square inches
sectional area.
There is another remedy also which we hope to carrj^
out early in the spring, and that is to abolish completely
this return wire between the rails, by cutting it into sec-
tions of about 400 feet, and connect each of these sec-
tions with the return wires. Most of the current will
then return by these copper wires. Of course, some of
it, as I said before, will flow over the water pipes; that
cannot be helped as long as one side of the machine is
connected with the earth.
Another remedy which is to be adopted, is a special
line of feeders attached only to the water pipes; that is,
a feeder will be run from the central power house to the
different parts of the city, which will not be connected
with the machines at all, but will be connected with the
water pipes at the central power house and with the
pipes in all sections of the city. This will also materially
reduce the electrolytic action.
The well known English engineer, W. Wosby Beau-
mont has designed an electromagnetic clutch for connect-
ing street car motors to the driving shaft. The motor
runs at nearly constant speed, whether the car is running
or not. The clutch connects the motor through a fric-
tional contact with a slow speed gear, which is changed
over to one of higher speed. The regulation is effected
entirely by varying the strength of the electromagnet,
CHAPTER ON PAVING.
285
PART II.
THE following abstracts of specifications for brick
paving in several cities have been chosen as good
examples of the different kinds of practice.
Detroit has adopted these specifications: —
1. Roadway brought up to grade and rolled.
2. Tile drain two feet btjlow surface on each side of
roadwav.
3. Six inches of concrete, allowed to set thoroughly.
4. One inch clean sharp sand.
5. Single laj'er of paving brick set on edge at right
angles to direction of street, rolled and tamped.
6. Top dressing and filling of ten per cent Trinidad
asphaltmixed with coal tar cement distilled at 600 degrees
Fahrenheit, with enough still wa.x to prevent softening
or becoming brittle under heat and cold. This to be
applied at 300 degrees.
CROSS SECTION DKTROIT SYSTEM.
PLAN DETROIT SYSTEM.
Bloomington, Illinois, furnishes an example of another
common method.
1. Roadbed brought to proper grade and shape and
rolled.
2. Layer of cinders rolled.
3. Layer of sand, (2 inches).
4. A course of brick with their long axes parallel to
street. (These, of course, need not be as hard as the sur-
face brick.)
5. An inch of screened sand.
6. Paving brick laid edgewise with long axes at right
angles to street.
7. Filling of sand swept in. The whole pavement is
then rolled.
Hale's patent system is used considerably in the east,
and consists of
1. A layer of sand.
2. Tarred boards laid parallel to the street.
3. A layer of sand.
4. Paving brick, laid in the ordinary way.
Cleveland pavements have recently been laid under
specifications requiring the brick to he kept a short dis-
tance apart, either by ribs on the brick itself, or by
strips of wood put between in laying. The filling used
in this case is bitunnnous cement. The object of setting
the brick a distance apart is to afford a foothold for
horses. In regard to this practice, the Review has
written to C. P. Chase, city engineer of Clinton, the
well-known advocate of brick paving. The following is
his reply:
" I have noticed several sets of specifications which
call for a quarter of an inch space, more or less, between
each line of brick. If there is any advantage in so
doing, vi'here is it ? When separated it is harder to lay
the brick, costs more, is not as healthy and does not give
any better foothold.
The prevailing and present custom of placing the brick
as close together as they will naturall}' set is better in
many respects. They cannot set so close that there will
not be enough room for the ordinary filling of fine sand,
tar, or asphalt to enter. If there is a question of health,
it is in favor of smaller spaces, especially in sand-filled
pavements. It may be claimed that the wide crack gives
a better foothold, but it does not, as the sharp corners soon
chip off for a quarter of an inch, which leaves too much
space when the brick are separated and takes awaj' from
its smoothness. The close set brick wear longer."
The Springfield, Mass., street railway has a method
whereby the necessity for a girder rail is done away
with. This is accomplished by the use of a special form
of brick which is laid alongside the rail. The Puring-
ton Brick Company, of Galesburg, Illinois, are the makers.
T RAIL I'AVING, SPRINGFIELD, MASS.
It is made so as to fit snugly against the web of the rail.
One form is made to accommodate the fish plates and
bonds. Both forms are shown in the illustration.
At Columbus, Ohio,the Hallwood paving block is exten-
sively used. This block is simply a large brick made of
specially fine ground and hard compressed clay. The
foundation used is eight inches of pounded stone thor-
oughly rolled. On top of this is put two inches of fine
sand, and the blocks are laid directly on this. These blocks
are made in two sizes ^2"^ xgx4 and 3 X9X4) and have
chamfered corners and two grooves running in a horizontal
direction around the brick when it is laid. The object of
the groove is to hold the brick firmly in place when a
filling of coal tar or bituminous cement is used. Fifteen
'280
^ked/J\ailw^li\CA4c\/
miles of street track are paved in this manner, and N.
B. Abbott, president of the Ohio Paving Company, says
of it:
" The work is from one to six years old and its condi-
tion is good. We would like to have any party who is
interested in a serviceable street pavement see this work.
I have done about all the street railroad track paving here.
All kinds of paving have been used in tracks, and I think
it is conceded by all here that our block is the most suit-
able material. We have tried various methods of join-
ing the pavement to rails, and have demonstrated that the
USE OF FILLER, COLUMBUS, O.
best plan is what we now use; namely, a brick "liner"
in the groove of the rail as per sketch. The Johnson
girder rail is used, and by filling the grooves with this
brick liner made to fit the groove and fill it out so as to
present a solid bearing for the end of the paving block to
butt against, the best results are obtained. The pre-
vailing theory is that tracks are built so solid that they
will not move up and down, but the fact is, very few
tracks are built so perfectly solid that at some point the
rail does not move. This is especially true where elec-
tric motor cars are used. There should, therefore, be a
joint between the rail and pavement so made that if the
rail moves it will not disturb the paving. At the same
time it should be the best possible joint if the rail does
not move. Such we find this plan to be after trying a
good many others."
CROSS SECTION, HLGOMINGTON SYSTEM.
iviwn
PLAN, BLOOMINGTON SYSTEM.
The question of the kind of brick to be used naturally
comes up as an all-important one. The demand for pav-
ing brick has led to such search and experiment on the
part of brickmakers that there are few parts of the
country that cannot now obtain supplies of brick within
reasonable distance. There are many kinds of clay
which when burnt hard enough are good for paving.
Shale clay makes a smooth, hard brick, but is deceptive
in its appearance as to breaking strength, for clays of
coarse grain prove to stand as much or more. There is
a difference of opinion among brick makers as to whether
a brick should be burned to vitrification or to a point just
below. A vitrified brick is one that has been heated to a
point that melts the iron, magnesia and alkali in its com-
position, thereby fusing together into a solid mass the
alumina of which the clay is largely composed. Vitri-
fication, or a near approach to it, is necessary not only to
give strength and toughness, but to prevent the absorp-
tion of moisture. The common standard of absorption is
that a brick should not absorb more than one-tenth its
weight of water after ten days soaking. The necessity
of this is seen in a moment when it is considered that
it must withstand freezing.
After burning, a brick should be annealed by allowing
to cool slowly. If this is not done there is danger that
the brick will be brittle like glass. The buyer should be
on the lookout in regard to this matter, as there is atemp-
CROSS SECTION, HALE S SYSTEM.
PLAN, HALES SYSTEM.
tation on the part of the manufacturer to hasten matters
by letting the kiln cool down too quickly. Another mat-
ter that needs attention in purchasing is the even quality
of the brick. A few soft brick in a pavement will
make trouble unless they are removed soon after lading.
For this reason it is advisable for the buyer not only to
take special precautions to secure an evenly burned lot of
brick, but to provide for the watching and repairing of
pavement for a month or two after it is laid.
We might append a formidable array of figures on the
analvsis, breaking strength, abrasion, etc., of the multitude
of paving bricks on the market, but our readers will
probably be better satisfied if we simply say that an aver-
age of 10,000 pounds per square inch is a good showing
for crushing strength, although there is a great difference
in bricks of the same lot. The increase in quality and
uniformity of brick has been almost four-fold in the last
ten years, this being brought about by the increased com-
petition and demand. The analyses of clays used are of
little interest to purchasers, and, indeed, the best tests are
^ticd(>^aiWiiy-l^^ylev/
287-
as more than one brickmaker says, in the results of actual
use. There are very few parts of our countrj- that do
not now have a paving brick yard within economical
shipping distance, and there are fewer locations still that
do not have suitable clav near at hand.
FLORIDA'S FIRST ELECTRIC.
THE fountain of eternal youth, once sought by the
great Spanish adventurer in the new world, was
supposed to be situated in what is now the state
of Florida. De Leon died, but the search goes on, and
every winter season the frozen Northland is deserted by
its opulent residents and
sunny Florida gains the
difference. Jacksonville,
while not distinctly a
winter resort, affords,
over and above its busi-
ness enterprise the same
advantages of climate as
St. Augustine and other
towns of like fame. It
is conveniently situated
on the St. John's river,
250 miles east of Talla-
hassee, and of course,
was named for the stal-
wart statesman, Andrew
Jackson.
As the capital of the
state the city enjoys political distinction, and its popula-
tion of 17,000 entitles it to the name of the metropolis of
the state. The steam railwaj' facilities are ample for all
S. B IIIUUARU.
MAIN SIREET, JACKSONVILLE.
purposes, and the St. John's river give it communica-
tion to the sea.
Considerable capital is employed here in various indus-
tries, both agricultural and manufacturing enterprises,
but to its latest acquisition we must address our attention.
The Main Street Railroad Company is an old institu-
tion, as southern street railroads go, having been organ-
ized in 1883. Horses were then, of course, the moving
element, and for a town of 8,000 even this showed the
enterprising spirit of Jacksonville's citizenship. Progress
did not stop here, however, and as the city grew the
demand became more and more urgent for better and
more rapid transit, for a road in fact that would afford a
luxurious as well as a modern system, one in keeping
with the dignity of Jacksonville.
I
1 .
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r^
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f^~ ^:sS^ -A^
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JACKSONVILLE WATER \VORK->.
So, in 1892, President Samuel B. Hubbard, treasurer,
Arthur F. Perrj-, and secretary and general manager,
Henry S. Ely, of the Springfield company, decided that
electricity should carry, as well as light, the inhabitants
and the strangers within the gates of Jacksonville. No
other road in Florida had yet attempted the new system
and the question of "how it would take" was a graver
one than usual. But, suffice it to saj', a franchise was
acquired for the new
traction, and contracts
let for the remodeling
of the road. On Feb-
ruary 23, 1 893, Florida's
first electric was open-
ed, to the jo}' of the
citizens and the triumph
of the company.
The road is not a
large one, but from the
fact of tirstness should
command wide attention
in the north as well as
the south.
The length of the line
is 2.52 miles of 4 foot
8j^ inch gauge, laid
with 40-pound T rail, made by the Cambria Iron Com-
pany and the Johnson Company, of Johnstown, Pa.
The gradients are hardly worth mention, as the streets
are universally well graded and level.
John Stephenson made the five cars which are 12 feet
long and carrj- one 15-horse-power Thomson-Houston
motor each. The cars are set on Bemis trucks and run
on Bemis wheels, which, of course, contribute to the
HENRY S. ELY.
288
^lAed/ii\aiWwj\cyi^
easy riding of the cars. The accompanying engravings
bespeak the handsome appearance of the cars and road-
bed.
Power is as yet rented from the Jacksonville Electric _
Light Company, as the traffic does not warrant a separ-
ate plant.
Our engravings show a portion of the business section
of the city with car No. i in the foreground, while
the other gives a view on the line, taking in a portion
of the city water works on the left hand and the sub-
tropical exposition building on the right. We are also
pleased to introduce the moving spirits of the Spring-
field Company, which operates the line, S. B. Hubbard,
president, and Henrj- S. Ely, secretary. The event of
the road is more important in the promise of longer and
larger interests of a like kind than in immediate returns
from this line, which will undoubtedly be the precursor
of other electric railways under the brilliant sun of our
tropics.
ON THE GRIP.
CHAPTER II.
WHAT one woman sees," gripman Perry con-
tinued. " is the result of long practice and
natural inclination. In this line she can irive
a man all the odds and beat him. No speed of rapid
transit can keep one woman from minutely observing the
style, color, texture and detail of another woman's clothes,
even if the other woman is seated on a car trointr in the
opposite direction and both at full speed. A man, on the
other hand, can't tell whether his acquaintance's clothes
are light or dark; here all men must bow to the superior
observation of the gentler sex.
If there is one thing above another that puzzles the
conductor, however, it is the source of the pennies handed
him by lady passengers. Constant experience with the
penny habit makes it less annoying, but the new conduc-
tor suffers untold agonies from it.
Where do women get so many pennies?
Fully one quarter of the ladies pay their fare in pennies,
and consequently very few ladies wish pennies in change.
In fact, very few men like pennies, and the company does
not like them either. This makes a very bad state of
the change market, and the only escape is to "work
them off" on the ladies, from whom the most of them
come. Hence, another thing that goes to make a con-
ductor's life miserable. It causes more wars of words
than theology, and the smoothest conductor is not
exempt from the disdain heaped upon the purveyor of
small change.
I remember once a lady who sat on one of the single
seats of the grip who asked the conductor in a very sar-
castic tone of voice, "What shall I do with these pennies?"
An unlucky spirit moved me then and I said, "The
butcher or groceryman will be only too glad to have them
ma'am." She turned on me spitefully and said, "Just
'tend to your own business, the conductor and I will finish
this question." That conductor in the meantime took
occasion to occupy the rear platform and I had to bear
the tongue scorching all alone. Since then I don't help
out in such cases.
My advice is, boys, don't get into a dispute with a
woman who is angry. Any word you can get in
edgewise onl3' gives her a chance to get her breath
and go at it again with renewed vigor. Never argue
with a woman is the best policy. "The-sturdy-oak,-
and-clinging-vine " theory may be well enough for
women in some countries, but Chicago women are best
represented by the arms-akimbo "I Will" statute of
Mr. Ilolloway.
Women have another distinguishing trait — they can't
be hurried. For instance a woman spies a car at the
corner. She may be a half block or two blocks away
from the car but that's the car she wants. She signals
the driver who stops for her. As soon as he stops she
loses all hurry and takes her own time in coming after
the ride. Oh how mad she is if a car goes past her.
This same trait is observed in their exit from the car.
I suggest that the company supply every car with a
mouse, boxed up and ready to jump. This box can be
easily carried and when the mouse is liberated the car will
be cleared in no time. The saving of time on each trip
will doubly repay the outlay.
When a woman gets an eccentric idea she is fonder of it
than the worst cranks of the other sex are of their fads. In
the coldest days last winter I observed a woman that
invariabl}- took a seat on the grip car. Wind and snow
did not affect her. I thought at one time that she per-
haps was practicing for a polar expedition or a game of
freeze out. However, this thing continued for a long
time and to all questions she replied, "Oh no! It is per-
fectly lovely and I'm quite warm. I am not so liable to
take cold here as in the car, the air is so close there."
One day as our train halted near the starter's stand at
Hj'de Park I was sitting in the car reading a paper. Our
grip woman was also in the car, not the grip this time.
Finally she gave a shudder, went up and fell of the stove-
pipe and then gave me a business-like glance. That day
we had a poor fire and the conductor had spent his laying
over time for two trips in remed3'ing matters, but as yet
with little success. Consequently 'fire' was a dangerous
subject of conversation with the aforesaid conductor. The
conductor was not in the car, so madam made me her
target, and remarked several things not flattering to my
personal character, and wound up by saying that she had
been the means of having four men discharged during the
past month. She then took my badge number, the num-
ber of the car and the time of the trip, quite like a lawyer,
but just then — but it's getting late and I'll have to stop
until next trip.
H. D. Hyue, counsel of the West End, of Boston, has
a proposition for an elevated railway for Boston and it.s
suburbs. The West End directors formulated the idea.
The capital is fixed at $25,000,000, and land is to be
taken by right of eminent domain.
^1?i£d/lF(aiWc^
289
RAIL BONDING.
A Paper Read by C. W. Wason, before the Electric Club of Cleveland.
Mr. Chairman and Gentlemen:
I do not know but what the gentlemen will think I am appearing
before them too often, but this is a subject I am ver}" much interested in,
and consequently have written this paper to start you to thinking and
perhaps to get some suggestions from you. This matter of rail bonding
is verv vital to the interests of street railroads. I am confident that this
important branch of the electrical equipment has not been given suffi-
cient attention, I am convinced that a
^^■•jl^^ metallic return circuit of equal capacity to
^^H^^^^^ overhead feeders must be provided, and
^H that care and attention must be given to
^|f "^ ?^ the joints in order to reduce resistance and
f make the metallic circuit perfect in itself.
_^ One of the most serious difficulties to be
overcome is the electrolytic action which
takes place when two metals of dissimilar
character are brought into contact, provid-
ed moisture is also present; the latter, as I
understand, being absolutely necessary to
produce the disintegration of the metals.
In order to present to the Club ideas
other than your own, I have written to
electric engineers of several other principal
electric roads in the country, and have
here before you the rail bonds which they
advocate and use, together with a few
words explaining the use of the same.
For convenience I have numbered each
sample and will when speaking of them
use the numbers as here indicated.
I will first explain and illustrate to
you what I consider the best railbond.
If any of you think otherwise, or have
any suggestions to make, I hope you
will speak up. This sample (No. Sj is a section of a Johnson 93 pound
rail, such as the Cleveland Electric Railway has adopted as its stan-
dard in the city. It is a 9-inch girder, and of course resting on the
ties. In the center of the rail, that is, longitudinally, I have drilled a
C. W. WASON,
is the Vice-President and Elec-
triciil Engineer of the Clevehind
Electric Raihv.iy Co. and Vice-
President of the ClevelandElec-
trical (?lub, and one of the
recognized authorities on prac.
tical Electric Street Railway
work. Although a young man,
his electrical experience h;is
been long ::nd varied.
about as tight as you can turn it with this. Now, we set that torch going
on that until it melts the solder, using rosin as a flux. When that has
cooled the bolt and the washer will be soldered together, being tinned on
the inner side. Then the bolt vou see comes through about
of an
inch, and that will be upset to further insure against the probability of
its working loose. Now, one reason for not putting the rail bond at
either end of the rail as has commonly been done; the rail, no matter
how, stiff as this section would appear, will give or spring at the end.
That will in a measure work the wire and possibly get it loose. That is
one reason for putting this in the center of the rail; then one rail bond is
all sufficient to each rail, and only one hole is necessary in each rail.
After the nut is set up tight the joint is painted with shellac," covering
the bolt and terminal and the wire for a short distance out, say three or
four inches, and after that has dried two coats of asphalt varnish is
applied. The reason for putting the shellac on is that the asplialt var-
nish does not seem to cling to the iron as the shellac, and after coating
it with shellac the asphalt varnish will adhere to that better than it will
on the bare iron. I think a joint of very little resistance is secure. Thus,
of course, the bolt is practically a steam-light joint, and I do not see how
it can corrode if it is put together as it is designed to be. Of course it
is necessary to have some one on the ground to superintend this, as it
should not be left to the ordinary track man to attend to.
On the i6th of March, in order in a measure to test these joints I
had two pair made in this way. (Indicating) This one is a common
boiler rivet that was soldered to the wire, and one of these joints painted
with asphalt and the other laid bare. This joint was put in a saturated
solution of salt water and remained there about twenty days, with a con-
stant current of ten amperes passing through it. I did that to see
whether there was any perceptible difference in the two joints or the two
connections, one painted with asphalt and the other not. In the first
place the time was not long enough to show any perceptible result, but
I think that the asphalt has in this case (indicating) proven of benefit.
In the case of this one (indicating) which was buried in the ground at
our power house, through which was a constant current averaging 30
amperes passed, made up in the manner I spoke of, one of these that
was covered with asphalt shows signs of the ashalt having chipped off.
In this case the joint was not painted with shellac. The other end of
this section does not seem to have changed at all. I hardly expected to
TROLLEY FEED WIRE.
PO
^
POLE)
P
RETURN FEED WIRE.
I-TAPPING IN WIRE.
TRACK RAIL.
x:
x:
SUPPLEMENTARY WIRE.
x:
z:
SUPPLEMENTARY WIRE.
z:
z_
TRACK RAIL.
ac
DIAGRAM OF WASON S METHOD.
^J inch hole, about two or three inches from the bottom of the rail.
When placed in position on the track on the ties, this hole is then tapped
out with a f^ inch taper tap. At the shop we prepare a rail bond, one
end of which is soldered into this terminal of brass about % inch thick
and i^ inch dianneter with a ^ inch hole through. * This is tinned care-
fully all over, and then this bolt (indicating), which is galvanized and J^
inch by % inch — the reason we have this galvanized is to prevent it
rusting — and then screwing this into the newly tapped hole, the
threads of course will fit it, and being tapered this will be screwed home
and make a fairly tight joint, even without any solder. Now this we
screw tight with a 14 inch or 16 inch wrench; (illustrating) this is just
see any change in so short a time. (Indicating.) This section was
put in a pail of fresh water for the same length of time, twenty
days, with ten amperes passing through it. In this case the
asphalt seems to have protected it. There is a little bit of .action
on the copper of the other where it left the iron, or in the immediate
vicinity of it and not the bolt head Of course how long that would last
is a problem.
Here is a sample of wire that I took out of a curve in the public square
that had been down almost three years. It was a tinned wire, and the
tin has not entirely disappeared ; so that there has been very little elec-
trolytic action there.
290
(^tic£ty\mWay-j^cy^
Here is a sample of wire tliat was taken from underneatli an old strap
rail which is very badly used up.
Here is another piece that was outside of the track some three miles
from the power house, and had been down possibly two years; it shows
some electrolytic action, which, of course, depends upon the nature of
the soil and whether there is moisture present, as to the length of time
that it will last.
Now, assuming that we have a durable connection with the rail, we
must now provide copper of sufficient capacity to carry the return cur-
rent back to the power house or nearly so. The rail can be figured to
take a portion, but each year it will conduct less and less owing to the cor-
rosion at the joints. Where expensive pavement is laid, means must be
provided to take care of the current, which is bound to increase in any
growing city as more cars are added on the line.
I have drawn a little diagram here which will possibly illustrate my
idea of track wiring. (Referring to diagram on blackboard ) We will
call from the left to the right of this sketch 500 feet. The rails
you see are attached to the ground wire in the center of each, in the
manner I have shown, and each 500 feet a No 0 copper wire is connected
to each of the four ground wires, or supplementary wires, and run to the
pole on the side of the street. Better if this wire is laid in a box filled
with asphalt and run through a pipe which is also filled with asphalt up
to the pole. These connections run up at about every 500 feet ; they
mav end there for the present. Heretofore, as the traffic increases on the
electric road, an additional feed wire is run out, and in six months or a
rear another one is run out. Nothing is done with the underground
wiring; that remains the same as it was when started. As a matter of
fact, it is getting worse and worse each year, and still nothing has been
done to re-enforce it. My idea is, as you add feeders, to add return wires
and connect these number 0 wires which have been run up the pole
when the track was laid. In that way you have got enough copper and
metal in the ground to take care of any possible amount of current that
poor there would be trouble from water pipes. Personally Mr. Smith
says that he has installed some four or five electric roads, and has found
that good track bonding is necessary, and that the return cannot be too
good. He has tried the feeder system and also tapping onto water pipes,
but does not consider the latter good, as it injures the pipes.
The following is from "J. F. E."
(For this article seepages 117 and iiS of our February issue. The last
paragraphs quoted by Mr. Wason are as follows:)
"This melting of the connections would only have occurred by reason
of excessive curreiit passing through them, which being the fact, occurred
because the rails alone were conducting approximately the entire amount
of current necessary to operate the system back to the station. This
could only occur when the earth was in a condition offering'great resist-
ance, as compared with the rails, or when the rails were insulated from
the earth, for usually imder normal conditions the "return circuit" offered
by the rails is greatly supplemented by the earth itself.
"On account of the exceedingly low resistance of damp earth as an
electiic conductor, it being in fact infinitesimal, and as electricity in flow,
ing back to the dynamos chooses the path of least reaistance, and as the
return circuit presented by the rails is of enormous resistance as com-
pared wilh the earth, the greater part of the current chooses the earth as
a means of returning to the station in preference to the rails, as offering
ir finitely less resistance.''
Now, right here I think the above is sufficient argument to put in
copper enough to guard against the road being stopped in this manner.
Where you depend upon the earth for a return circuit, and have the con-
ditions such as they were in this instance, you are liable to paralyze
your entire road. Consequently I do not think it safe to depend on the
earth for a return. Possibly the initial expense is greater in installing
the road. Local conditions of the earth should also be taken into con-
sideration. This man evidently believes in making the current of the
earth carry a portion of the return. "Thus," he continues, "with most of
TRACK RAIL.
-CROSS CONNECTING WIRE.
H
SUPPLEMENTARY WIRE.
TRACK RAIL.
DIAfiR.V.M OF LIXDELL RAILWAY METHOr.
you will need to take care of between these 5C0 foot points. If you
filled that track full of cars and started them all at once, which is, of
course, a very improbableand almost an impossible condition, you would
still have enough metal to carry the current required. Then by having
your feeders proportionately large you will relieve the heating and burn-
ing out of joints that might be otherwise overloaded.
I think the entire system should be entirely independent of the earth
for its return circuit; that a return circuit should be provided with copper
equal to that which distributes, if you can use these terms. I will read
an article in the Street Railway Review, of February, by "J.F.E.";
also portions of a letter in the March number, together with letters I
have received from some of the most prominent companies in this line
of work. There are a great many who differ with me on this point, and
I discovered after I announced that this paper would be read that the
Street Railway Review had started this ball rolling in February. I
find that I, myself, answered some questions that I had forgotten. How-
ever, I do not think that I have to take anything back from what I said
there. I gave our experience, and as far as it went it was all right I
think that the views here given are an improvement on our present. mode
of track wiring. Among questions asked by the Street Railway
Review are these: (For these questions see page 97 of our February
issue. — Editor.)
Answers to these questions were received from quite a number of per-
sons. Here are several of them from Salt Lake City. Salt Lake City,
as you would well imagine, and that vicinity, is pretty hard on copper
and iron in the ground; it all disappears very shortly. Jas. N. Smith,
electrician of the Salt Lake City Railway Company, says that they use
a No. 4 copper wire bond, with cioss bonds at every joint. They had
tried dispensing with ground plates and using track feeders alone, but it
was not satisfactory, and they had found that if the track bonding was
the current returning through the earth and very little through the rails,
and as the only current that concerns the track feeder is. that returning
through rails alone, if this wire is of moderate size, under ordinary con-
ditions the current returning through it is not suflicient to heat it, much
less to melt its connections."
Then in the March number of the Street Railway Review there
are more letters in answer to the queries that the editor sent out.
Manager E. P. Clark, of the Los Angeles Consolidated, says: (See
page 151 of the March Review.)
J. W. McNamara, of the Albany railway, uses Mr. SaboIJ's scheme 01
dri\-ing pipe down into the ground every so often without any continuous
wire. That might do in a marshy coimtry, but I don't believe it would
work where there are sewers.
The letters that I would like to read are first, one from A. W. Morrell
electrical engineer of the Lindell Road, in St. Louis; he was formerly
connected with the Minneapolis and St. Paul railroad. He says:
" I do not think there has been enough attention paid to the import-
ant question of rail bonds and track feeders by the street railway com-
panies generally. I think a good return is very important. The rails
are oftentimes of ample capacity to return the current back if they were
properly bonded. I have never thought very favoi'ably of the plan of
riveting in bond wires, neither the use of channel pins, as there is too
much chance for corrosion." The channel pin is that sample (indicating)
which is used by a great many roads, and this sample was sent me by the
manager of the Buffalo Street Railroad. " My plan would be to use a
number 00 bare wire," as represented in this yellow line through the
center of the blackboard sketch, " as a supplementai'y wire. This for a
double track road would make two 00 wires extending to and connecting
direct to the ground plate at the station.'' My reason for using two
wires instead of one in the track is to double the chance, or to lessen the
(^ liktlF^aiiM^ j^yleW*
291
chance by one-half of the continuous metallic circuit being broken. •
There is more sectional area of the copper in these two than in this one,
but if this section'is broken vou are dependent upon the rail to carry
vou by thai break. Here one-half would be carried. The difference in
the labor is possibly all the additional cost. " In addition, I would use a
No. OOUO wire connecting each of the four rails direct with the ground
plate; for bond wires I would use a No. i copper wire of sufficient length
to connect rail to supplementary wire. I would use a bond of this kind
at or near each end of the rail, making two bonds to each rail. I would
electrically weld the ends of these bonds to the rail, and make a half
connection with the other end to the 00 supplementary wire between the
rails; securing the bond wire to the rail in this way would be cheaper
than riveting, besides having the advantage of making perfect contact
without liability to corrosion. All you would need would be a rheostat
of sufficient carrying capacity to handle the current necessary to make
the weld. Where the bond wire is connected to the supplementary the
ioint should be thoroughly soldered. I think number i wire is- as small
as should be used, and should be soft drawn copper, at intervals of 200
feet. The supplementary wires should be connected together by a num-
ber 10 cross wire. In this arrangement you would get full benefit of all
rails. Enclosed please find sketch showing arrangement.'' That is the
sketch I have drawn on the blackboard.
Here is another letter from George VV. Baumhoff, the general super-
intendent of the Lindell Railway Company, the same road:
"I send vou bv express one of our sample railbonds, which will require
no further explanation as to the manner of fastening In addition to this
we run a continuous size 0 copper wire the entire length of the track and
connect the same with the rail about every 500 feet."
The following is from H. H. Littell, vice-president and general mana-
ger of the Buffalo Railway Company:
"I have this day sent you by mail sample of rail bond. We use No. 0
copper wire with channel pin, and make the bond as short as possible.
Where we are putting down the deep rail, S^ inches with 6 inch bottom
flange, the holes are drilled three inches from the end of each rail in the
bottom flange.''
In my opinion they are making a mistake, in making that so close. If
there isanv spring to the rail that surely will break that bond in a short
time.
The following letter is from the superintendent of Line Construction
uf the West End Street Railway, Boston. This, as you all know, is the
largest electric system in the world, where they have a good deal of
experience:
"I send you by express a sample of each kind of our bond wires The
large ones we use for girder rails, and the small ones for old tram rail.
We do not rivet the large ones as you see they taper, and I find better
results by not riveting them in the rail. We rivet the small ones in all
tram rails coming up through the rail from the under side about two feet
from the end. We use supplementary No. 0 wire between rails and con.
nect to it with our bonds. We use overhead returns connected from the
supplementary about every 600 feet. We get better results from this
than bv depending upon the supplementary wire alone."
That is practically the same as shown on the blackboard. They have
absolutely found it necessary there to run these overhead wires, owing to
the manner in which the water pipes have been attacked.
Here is quite a long letter from Charles A. Leib He is connected
with the General Electric company, and has been given charge of the
line work in general. The sample sent by Mr. Leib as stated in thelettter
is made entirely of one piece either of iron or copper, as the customer
desires; it is all formed from one piece in the machine.
"I am sorry to say that I cannot send you the kind of samples I would
like to. I have one sample which I send you herewith made in dies that
have not been hardened, and perhaps the same look rather crude, but
will show you exactly what we are driving at. We intend to make our
standard rail bond of % inch iron or copper wire, with a i/g inch rivet,
that is, the rivet will be about ^ inch on the smallest end and jj inch
larger under the head, so that it will drive very tight in a % inch hole.
In my mind, this will make the most satisfactory rail bond that has ever
been made. As to how the bond should be applied, this has been a
matter of considerable study and discussion. On a girder rail, the latest
"fad" is to make the rail bonds about S inches Jong, one on each side of
the joint into the base of the rail. At Buffalo, Mr. Littell will drive the
rail bonds from the bottom of the base and rivet tliem, of course, on the
top. This would necessitate cutting out the tie where these rail bonds
are if the tie is to come directly under the joint. They can, of course^
be driven from the top of the rail base and riveted on the bottom. This
would avoid cutting out the ties, but makes it rather inconvenient to
apply the rail bonds. By making these rail bonds 2^ to 30 inches long
(30 inches will be our standard) the rail bonds can be applied in the usual
way, and we recommend that two of these rail bonds be put in at each
joint, regardless of the point of application. Personally, I would recom-
mend in every case, whether iron or copper be used, and especially cop-
per, that the point where the rail bond is riveted to the rail be well painted
with asphalt after the bond is applied. 'I'his will keep the moisture away
and prevent deterioration at this point; in fact, if the whole bond is well
painted with asphalt, it will help to preserve it for a considerable length
of time. I think that you will agree with me that the shorter the rail
bond is the better, on account of the resistance, etc. For that reason
where the short bond can be used I would favor it, although we run
some chances of this bond breaking on account of its shortness where
the joints are not well held up. There is another bond that we are
experimenting with, and that is on the principle of the flexible connec-
nection used on the Edison three-wire underground system. It is com-
posed of a large copper cable made of fine copper wire secured in large
copper rivets. In this case it will be necessary to make a special fish-
plate, which will be hollowed out, as it were, or have a hollow box
forged into it, so that after the rail bond, made of flexible cable, is riveted
to the rail, the fish-plate will cover the same. It was my idea then to
fill up this box, after, of course, the fish-plate and rail bond have been
secured with asphalt, thus protecting the whole thing. This will, how-
ever, be rather an expensive appliance, and, on the whole, I think that
the new rail bond that I am sending you will be the most satisfactory.
There is still another way and that is to run a supplementary wire the
whole length of the track, and connect with the rail somewhere near the
middle of each length of the track. (I suppose he means length of rail.)
This would absolutely do away with the rail bonds, making really an
independent return. This wire can be secured to the track in various
ways, of course, by making a special brass casting to be riveted to the
rail, and the wire secured to it, and if well protected with asphalt I should
think would last for a long time. This really is a compromise between
using the ground on one side and returning with an overhead return.
The latter, in most cases, I am in favor of, as the ground wires invari-
ably are eaten off. In my own mind, I believe that a complete metallic
circuit, in most cases, the most satisfactory and economical. As you are
fully aware, a number of roads have an excessive amount of feed wire in
the air and are choked off on the return, whereas if they divided that
and used one-half of their feed wire for a return circuit, they would get
much more satisfaction without any additional expense. In making
ground connections, as well as in rail bonding, I feel confident that the
simple method of applying asphalt at all the joints and connections will
tend to prolong the life of all these connections, and much longer than
would at first be assumed.
There is another rail bond that the Minneapolis Street Railway Com-
pany are going to apply this season, which consists of copper casting,
which is a plate about two inches wide, five inches long and one-eighth
inch thick, and has cast on to it, and integral with it, two copper pins five-
eighths inch in diameter and about three-quarters of an inch long, and
between these pins the copper plate is corrugated. The intention of this
corrugation is to allow for expansion and contraction. They intend to
rivet this rail bond which is a rail bond all in one piece, directly to the
rail, and then screw the fish-plate on the outside. I have my doubts
about this rail bond being satisfactory, because of the movement of the
rails at the joints. If there should be any perceptible movement, it seems
to me that these pins or rivets will be sheared off, because when the fish-
plates are screwed down on this bond there can hardly be any elasticity."
ABSTRACTS FRO.M THE DISCUSSION.
Mr. Roberts. I would like to ask Mr. Wasonif he used rosin entirely
for his solder, or solder salts in any case.
Mr. Wason.— We have used, heretofore, soldering salts, but I am going,
this summer, to use rosin entirely for underground work.
Mr Foote— I would like to inquire what results have been reached
with the iron ground wire. I understand that during the last year and a
half, perhaps, iron wire has been used considerably for ground work.
Mr. Wason.— I think that if }Ou read through the letters that have
been returned in answer to the queries sent out by this periodical, the
Street Railway Review, you will find that in many cases the iron
wires have disappeared and been renewed with copper. This I claim to
be due not to electrolytic action, but to corrosion. I am adverse to the
use of iron, owing to the difference in conductivity, which is six to one,
or about that. And surely the iron wire will last not much longer, if as
small, and you have only one-sixth of the amount of conductivity. I
think that one reason it is used is to do away with that electrolytic
aclion that is supposed to take place and does take place. But if you
yovi can protect it from moisture— 1 had the idea in this case of having a
•".)2
(^ticctli\aiWa|y'j^evl^
little form made to fit here (indicating) and filled tlii?, full of ashalt. We
took up the pavement to make a sewer connection at our power house
last week and this section of the rail, this part right in that hollow
(indicating) was filled full of tar, such as is poured in with block pave-
ment, so that the connection there would be absolutely water-proof where
that kind of paving was used, and the^- took pains to pour tar next the
rail. I think that would secure the desired result if it was painted with
asphalt first, or even if the asphalt was not used and the tar filled in there
it would surely keep the water from that joint.
Mr. Roberts. — In reference to that matter of rosin and soldering m_v
belief is that a rosin joint is very much better than a solder-salt joint, if
properlv done. In order to make a rosin joint you have to heat it lo a
higher temperature and much more carefully, and if you use rosin and get
a good joint vou will get a much better one. The solder salt creeps terribly.
ELECTRIC HAULAGE IN COAL MINES.
E'^ LECTRIC haulage has but recently received the
I attention it deserves from mine owners, but it is
^ now coming into prominence and bids fair to
become as popular as it has on street railways. In fact
way one can get shocked is to stand on a rail and touch
the wire. I have been shocked several times myself
while handling the locomotive, through thoughtlessness.
The other day a balky mule ran into the wire with his
head. He was knocked down. He got up and ran into
it again three times and was dropped in everj- instance.
After that he simply turned around and went off to his
work. I ought to remark that the shock does not knock
a man down or bin-n him. The onlj- description I can
gi\e of its effect from personal experience is a tingling
sensation lasting, in the heaviest shock I received, not
more than one or -two minutes afterward in the hand that
made the contact."
TiiK Street Railwaj' Company at Montreal has moved
into new quarters at 20 James street, until the erection of
the new buildintr.
««R!>
MALLINl. CUAL LARS \;\ K I. RCT K IC I T 1 .
mine haulage has a history strikinglj- similar to that of
street railway traction. First the mule, then the cable,
then electricity. A plant installed at the Rock Springs
(Wyoming) Coal Mine has the station one mile from the
shaft. The voltage used is 550 and the current is carried
to the shaft with 10 per cent loss. The motor used is
60-horse-power and it hauls ordinarily about thirty cars
weighing 3,000 pounds apiece. The saving in time over
the old method is no small factor in "the economy of the
new. The exjiert gives some particulars in regard to
shocks received from the trolley wire, which will be of
interest, because the potential is the same as that used on
outdoor railway lines. He says : '-Several men have
been shocked since our plant has begun operating, but
the effect is only momentary and the men laugh at it.
The result has simply been to remove all fear they had
of it. * * * This is a very dry mine and so the only
NEW WHEELS ON CURVES.
IN speaking of the difficulties incident to the opening
up of a new line and getting the new machinery
"limbered up," an engineer with whom a Rkview
representative was talking recently remarked that the
condition car wheels are in when they leave the factory
is not conducive to easy running on cvu-ves, and this con-
sequently adds to the numerous trials that accompany the
starting of a system. "The trouble is," he said, "that the
\ery part that bears hardest on curves is left rough by
the builders. I refer to the inside of the flange. It is
left rough and has to wear off as best it can. Meanwhile
the amount of power used on curves is something enor-
mous, and on a new road this is quite an item, and greatly
increases the maximum load on the station. It's a rather
expensive method of smoothing flanges."
^ tuctl%tUay-ll\cym/
293
PUT-IN-BAY & SOUTHWESTERN INTER-
URBAN.
OHIO is a great state. It is over-brimming with
presidential possibilities, enterprise and electric
railways. Two or three long interurban lines
have already begun to spread their webs of tracks, and
other and longer lines are contemplated.
At least one of these latter is well planned, and well
backed financially and intellectually, so that there seems
little doubt but that it will become a factor m the com-
merce of Ohio. This road is the Put-in-Bay & .South-
western, contemplated by J. K. Tillotson, of Toledo.
This road, when finished, will comprehend io6 miles
of track, some already built and the rest to connect the
urban lines now in existence.
Pul-in-Bay, whence the road starts, is a summer resort
MAP OF rUT IM BAY LINES.
The winter trafiic will be large and paying, and the
road is intended to be in no respect a summer affair.
Geo. B. Kerper, of Cincinnati, is president; 11. S.
Sneath, Tiflln, is treasurer; J. K. Tillotson, Put-in-Bay,
vice-president; R. W. Brown, Tiffin, secretary.
The right of way is now being secured, and the inten-
tion is to push the system to completion.
of some note, and has already an electric railway. The
islands in Lake Erie near this point only lack transporta-
tion facilities to make them the general meeting place of
all the pleasure seekers in this populous section.
The system will include the towns of Fremont, Fos-
toria, Findlay, Tifiin, and Upper Sandusky, having roads
already in operation, and a total population, together with
intermediate villages, of nearly 90,000. The total popu-
lation of the counties represented is about 175.000.
Steam road connections number fourteen, and for five
months in the year the excursion business will be a large
item in the receipts. The total interurban income is
estimated at $230,000 per annum, which, with the total
local, freight, express and mail business, will make the
year's business equal $250,000.
The map of the situation above given shows the terri-
tory lou(,hed and the arrangement of trunk and branch
lines.
A CAR BELLE.
A CERTAIN metropolitan young lady on a recent
rainy day essayed the vulgar surface car as a
method of locomotion. It was towards evening
and a number of working people were on board already
so the young lady stood on the platform. It was Lent
and Miss Manhattan saw an opportunity to mortify the
rtesh as an old Irishwoman came aboard with a large,
corpulent basket in her cold, red hands. Loudly lament-
ing the weather the old lady finally said, "Me hands'uU
be froze aff, bejabbers." Here was the lenten oppor-
tunity, so Miss Manhattan said sweetly, "You can keep
your hands warm if you will let me hold your basket."
The old woman struck a meditative attitude and gazing
over this tailor-made assistant shook her head decidedly.
"Oi guess not. Me pocket book's in thot basket."
The blushing penitent thought this too mortifying even
fbr Lent, especially when a rough fellow opposite followed
with— "Ah, she's all right."
PEORIA POWER PLANT.
THE Central City Railway Company, of Peoria, III.,
as will be remembered, lost its entire equipment
by fire January 16, 1893. At 7 a. m. the power
house was in ruins and the directors in executive session.
By 9 o'clock horse cars were in motion on all the prin-
cipal lines giving the best service possible under the cir-
cumstances. Immediate preparations were made for
rebuilding and since then Manager John Finlay has been
the hardest worked man in Peoria. A temporary current
was obtained January 17 and the new power house started
abuilding. April saw the completion of the plant in
better quarters than before.
The new plant has an engine and generator room 80
by 95 feet: a repair shop 95 hy 40 fet, separated by a
closed fire wall from the power room and a car barn 136
by (o feet, also separated by a fire wall into two equal
parts. Each part contains three tracks with a total capacity
of 15 cars, making a barn capacity of 30 cars.
EASILY MOVED.
A WOMAN in a State street car the other day was
visibly affected by the sight of a dray horse which
had fallen down. "Women are easily moved,"
observed Blabbs, as he stood on the back platform talking
to the conductor. "You would not think .so if you had to
stand back here and clear the car for three days," saxl .he
man of sorrows and brass buttons.
294
(^ Itcct j'^mWoy il\eVicw^
PLANS OF THE NORTH CHICAGO RAPID
TRANSIT COMPANY.
TIJE latest North Side rapid transit idea for Chicago
is called very distinctly the North Chicago Rapid
Transit Company, and the promoters asseverate
the chief object of the company will be to obtain rapid
transit for the North Side citizens who have the price.
The company is capitalized at $10,000,000, by William
Loeb, Geo. W. Claussenius, and Abraham Gottleib, the
civil engineer. The plan is for an elevated structure
after the fashion of the Alley L, to traverse private
property' to be condemned after right of way has been
secured. The line is to start from a point between Clark
and Franklin streets, near Washington street, and cross
the river near La Salle. Here the line will continue
between Franklin and Wells to Wisconsin street, then
north, spreading into two branches at Garfield avenue.
The ordinance has been presented, and awaits action and
— reaction.
PROSPERITY AND EXTENSIONS ON THE
CICERO AND PROVISO RAILWAY.
THE Cicero & Proviso lines in this city have enjoyed
a constantly increasing business from the start.
During the past few months a large and in every
way modern power house has been completed and now
the management is making further improvements in the
system by a five mile extension west of the Desplaines
river. This new track will connect the growing villages
of Maywood and Melrose Park, and gives a continuous
ride of eight miles from the city terminus at Fortieth and
Madison streets, on one five cent fare. The power plant
is being doubled by the addition of a 600-horse-power
Bullock-Corliss engine and two No. 80 Edison generators.
Additional cars have been ordered and will be put on
July 1st, at which time it is expected to have the new line
in operation.
The company is changing over its box cars, putting in
cross seats with an aisle down the middle, in place of the
common side seats. The object of the change is princi-
pally to make a more comfortable car for summer use,
while at the same time one that can be used in winter.
In warm weather the windows are taken out making a
very pleasant open car.
For suburban service this is undoubtedly a good arrange-
ment, as the "galloping" of an electric car is much less
noticeable with cross than with side seats, and the facility
of receiving and discharging passengers is not of great
importance.
Great credit is due the able general manager, George
Butters, for the progressive manner in which the inter-
ests of the road are handled, and which shows an increase
in business for the past year, of 35 per cent, with no
increase in miles of track.
CAPTAIN C. H. SMITH GOES TO THE
SCRANTON LINES.
CAPT. CHAs
TiHC Citizens' line at Indianapolis has decided to equip
all horse lines with electricity.
CA APTAIN CHARLES H. SMITH, the new gen-
eral superintendent of the Scranton Traction
■^ Company, is a Philadelphian by birth. In the
3'ear 1S54, at the age of fourteen he moved with the fam-
ily to Delaware City, Delaware, where some years later
he was married and engaged in pedagogical pursuits till
the opening of the war, when he entered the service as
mate on the United States transport steamer ''Diamond
State." In this capacity
he passed through many
of the exciting scenes of
the war on the Potomac,
James and Rappahan-
nock rivers. After the
war, in 1866, he was em-
ployed as master of a
small revenue cutter un-
der the collector of cus-
toms of the Chincoteague
Island district in Virginia,
and two years later took
charge of a light house
on Assateague Island.
The year 1S73 found him
at Wilmington, in his old
state, with the buoy store houses and docks at the mouth
of the Christiana River under his keeping. A year later
the United States light house tender "Rose" was put in
his charge, and he was engaged in the survey of the
Delaware Bay and river for the purpose of locating the
range lights now on those water ways. It was during
his command that those range lights were built. The
captain now wears a silver medal presented him by the
United States government as a recognition of an act of
bravery in the rescuing of a drowning bo}- during his
service on the Delaware river. The lad had sunk for
the last time when the captain dived and brought liim
safe to the surface. This is but an incident to show the
"stuff" of which the subject of this sketch is made.
In 1 88 1 he was transferred to the light house engineers
office of the fourth district at Philadelphia, as superinten-
dent of construction of the fourth light house district, a
position giving him charge of all building and repair
work over an extensive territory. He quit the light
house service in 1883, and when he entered on his career
in the line of street railway work as assistant manager of
the Wilmington City Electric Company, it will be seen
that it was not without a large and varied experience.
During the time that he was with this company the sta-
tion was increased from 160-horse-power to 700-horse-
power. In November '90 he became cashier and assis-
tant superintendent of the Wilmington City Railway.
Just two years later, H. H. Archer having left to take
the place of manager of the Scranton Traction Com-
pany, Captain Smith took his place as superintendent.
When Messrs. Archer and Smith entered the service
(^Xu<ii J'^aiWxiy" j\cA/ieW"
I'll.")
of the Wilminirton road, stock was quoted at $8, par
value $io. When they left stock was selling at $24.
On the first of last Februarj- Captain Smith left Wil-
mington to be again associated with his former general
manager, H. H. Archer, and it is to be presumed that
the prosperity attendant on his connection with the Wil-
mington road will now become the lot of the Scranton
Traction Company.
THE CHRISTENSEN AIR BRAKE.
NECESSITY is the mother of invention and the
necessity of air brakes for use with heavy and
fast running electric cars has brought out
several devices in this line. One of the simplest and most
effective is the Christensen air brake, made bj' the Chi-
cago Street Car Air Brake Company of the Rookery,
Chicago.
The brake apparatus exclusix'e of the pump is simply a
"straight" air brake, the air being admitted from the
main air reservoir to the brake cylinder by the controlling
valve at either end of the car, and let out of the brake
cylinder when the brakes are released. The chief inter-
est centers around the compressing pump, which is gov-
triple expansion slow speed condensing engines is given
as $.00748 with $2 a ton coal. With the heaters using
8. 09 amperes, which is the amount usually' required in
average winter weather, with the outside temperature
between 20 and o"^, the highest cost per hour would be
$.03649 and the least $.00943, This table has been com-
piled by the company's consulting engineer, James F.
McElro}', from data given bj' Charles E. Emery, in the
March 1893, Transactions of the American Institute of
Electrical Engineers. It is computed on the basis of
running 20 hours a day 365 days in the year. The table
gives figures on over 500 items and will be found of great
interest to tho.se who are getting figures from their own
plants as to cost per year of different items.
GAS MOTORS ON CHICAGO STREETS.
THE Connelley gas motor is now doing regular ser-
vice on the Sheffield avenue line of the North
Chicago Street Railroad, and is to all appearances
doing good work. The company's own gas works, at
the corner of Larrabee street and Garfield avenue, are
now in operation. The gas is compressed in tanks at
about 2GO pounds pressure, and is hauled to the southern
THE CIlRIbTENSEN- AIK UKAKE.
erned in its action b}' the pressure in the main reservoir.
This pump works from the axle, but when the pressure
reaches the proper amount the governor removes the seat
of the suction valve and the pump works against no
resistance until the pressure is again lowered by the
application of the brakes. The reservoir is of sulFicient
ca])acity to supply a trail car if desired. One application
of the brake reduces the pressure i Yi pounds. The
brake is being tried on several roads and so far has
worked with satisfaction to all concerned.
COST OF OPERATING ELECTRIC CAR
HEATERS.
THE Consolidated Car Heating Company, of Albany,
New York, has just issued a table giving numer-
ous figures on the cost of generating electrical
energy under different conditions. The ultimate object,
of course, is to get at the cost of running electric heaters,
but the table has some interest aside from this. The
cost of i-horse-power hour at the car is given at $.01355
under the most unfavorable conditions, viz.: with coal at $3
per Ion and high speed simple engines. This includes all
the operating e.xpenses — taxes, repairs, etc. The cost with
terminus of the motor route, where it is sujiplied to the
motors after each 25-mile run. An explosion occurred
last month, due to a leaky hose connection, which allowed
the car to fill with gas, while charging the tanks, A sec-
ond explosion occurred May i, but caused less damage
although the engineer was burned somewhat. The
regular operation of the motor has suggested several
improvements in mechanical details, as is the case with
all new machines, and these improvements are now
being carried out. They are at present hauling one car,
and acting only as feeders to the cables; not being run
down into the heart of the city.
OUR PREDICTION FULFILLED.
SOME time ago the Struct Railway R);\iiiw
bore tidings prophetic of a large street railway
deal in Oakland. The principal was F. M. Smith,
the "borax king," Mr. Smith was thoroughlj' inter-
viewed on the subject as soon as the Ri';\ ii':\v met the
gaze of Oakland newspapers. The interviewer was told
that the Review was mistaken, but on April 25 it was
announced that the Consolidated, of Oakland, had passed
into other hands, together will) large tracts of land ncir
Berkeley and purchases for other lines.
2'.)C>
(p!IJwd'j{aAWwf\J^^
STREET RAILWAY LAW.
EDITED BY MR. FRANK HUMBOLDT CLARK, ATTORNEY AT LAW, CHICAGO.
Liabilily of Corponttion for Fraudulent hmc of Stock
Certificate by Secretary.
A corporation is liable to the bona fide holder of a stock certificate which
is signed and countersigned by its secretary and transfer agent, and
which appears to be genuine, although the secretary has forged
thereon the name of the president.
Plaintiff was a domestic banking corporation, and loaned
one Hoefele $15,000 upon his individual note pay-
able in three months, and secured by the pledge of an
instrument which upon its face purported to be a certifi-
cate for 160 shares of .stock of the defendant, a domestic
railroad corporation having its office and principal place
of business in the same cit}' with the plaintiff. It was
subsequently discovered that this certificate was spurious
and that the signature thereto of the defendant's presi-
dent had been forged by one Eben S. Allen, secretar}',
who also was its treasurer and transfer agent, and who
had in these capacities signed and counter-signed the cer-
tificate and delivered it to Hoefele, who was his partner
in business, for the purpose of raising money on it to be
used in the firm undertaking. We are required on this
appeal to determine how far the defendant company is
liable for the loss sustained by the plaintiff in consequence
of this fraudulent and criminal act of one of its principal
officers.
The good faith of the plaintiff in the transaction by
means of which it became possessed of the forged cer-
tificate seems to be satisfactorily established.. Hoefele
was a stranger to the officers of the bank, they had no
knowledge of his business relations with Allen, or that
the latter was in any way interested in the proposed
loan. Before acting upon Hoefele's application for a dis-
count, the plaintiff's president sent a confidential clerk to
the office of the defendant with the certificate, who, pur-
suant to instructions, showed it to the person in charge
of the office, who was then unknown to the clerk,
but who proved to be Allen, the secretary and treas-
urer, and who was asked if it was genuine and all
right, and if Hoefele was a stockholder of the company —
to which an affirmative reply was given, and a description
of Hoefele, from which the bank might identify him as
the person who had presented the certificate and sought
the loan on the strength of it. The clerk reported the
result of the interview to the plaintiff's officers, who
thereupon discounted Hoefele's note for the sum named,
payable in three months, and accepted the certificate as
collateral securit)', in the usual form, for its payment, and
for all other present or future demands of the bank
against hiin.
The defendant was incorporated under the General
Railroad Law. Its books relating to the issue and trans-
fer of stock consisted of a certificate book, a transfer
book, and a stock ledger, which were all kept by the
secretary and were in his immediate custody'. When
stock was issued, the engraved certificate was taken from
the certificate book and filled up by the secretary, pres-
ented to the president and treasurer, who signed it, and
it was then countersigned by the secretary as transfer
agent, and sealed by him with the seal of the corporation
and dehvered to the stockholder named in it. The sec-
retary at the same time inserted the proper data in the
stub remaining in the certificate book, and made the
necessary entries in the transfer book and the stock
ledger. The certificate received by plaintiff from Hoefele
had been taken from the certificate book; it appeared
upon its face to be perfect and regular in every respect;
it had the name of the president and treasurer signed to
it; was countersigned by the transfer agent, and bore the
impress of the corporate seal. It recited that Hoefele
was the owner of 160 shares of $100.00 each of the capi-
tal stock of the company, contained the usual provisions
in regard to the mode of transfer, and declared that no
certificate should bind the company unless signed by the
president and countersigned by its treasurer' and transfer
agent. It is very clear that under the regulations adopted
by the defendant, and pursuing the mode of procedure
which it had prescribed, the final act in the issue of the
certificate was performed by its secretary and transfer
agent, and that when he countersigned it and affixed the
corporate seal, and delivered it with the intent that it
might be negotiated, it must be regarded, so long as it
remained outstanding, as a continuing affirmation by the
defendant that it had been lawfully issued, and that all the
conditions precedent upon which the right to issue it
depended had been duly observed. Such is the effect
necessarily implied in the act of countersigning.
The rule is, we think, correctly stated in Beach on
Private Corporations: "When certificates of stock contain
apparently all the essentials of genuineness, a bona fide
holder has a claim to recognition as a stockholder if such
stock can legally be issued, or to indemnity if it cannot
be done. The fact of forgery does not extinguish his
right when it has been perpetrated by or at the instance
of an officer placed in authority by the corporation, and
entrusted with the custody of its stock books, and held
out by the company as the source of information upon
this subject."
(Ct. App. N. Y, Fifth Ave. Bank of N. Y. vs. Forty-
second St. & Grand St. Ferry R. Co. 8 N. Y. L. Jour.
1521).
Injury by Electric Car — JVcgli^'cnce of Teamster —
Leaving Team Standing Across Track.
It was obviously unnecessary for the appellee to drive
upon and occupy the railwa}- tracks as he did, for the pur-
pose of unloading the safe. It was twelve feet and two
inches from the curb to the nearest rail, and it sufficiently
appeared from the evidence that it was practicable to
remove the safe from the wagon to the store without
encroaching upon the railway in an}' manner.
(^lA«£tj\mWcyr9^yle\/
•.'97
It is essential to a correct appreciation of the situation
to bear in mind that it was on a dark night in April; that
the obstruction was directly across the track of a railway
on which the cars were driven by electricity and at a
point where thev ran on a descending grade. In the
presence of these conditions, well known to the appellee,
and in the absence of adequate cause therefore, his action
in obstructing the appellant's road was negligent and
reckless. It was not only an unjustifiable interfer-
ence with public travel, and an inexcusable exposure
of his own and the company's property to injury and per-
haps destruction, but it imperilled the limbs and lives of
the company's employes and passengers. If his horses
were injured while in the position described by him, he is
without just claim to compensation for the injury, because
it was the direct result of his own negligence.
(Sup. Ct. Penna. Winter vs. Federal Street & Pleas-
ant Valley Pass. Ry. Co. 23 Pitts. Leg. Jour. 302).
Riiiht of Way of Street Rail-vay Company — Paving' —
Special Assess/i/ent.
By ordinance of a city a street railway company was
required to pave its right of way, being sixteen feet along
a street. By another ordinance the paving of the street
its entire width was required, and the commissioners
appointed for that purpose reported that they had made
an estimate of the cost of such improvement. J/eM, that
the cost of paving the center sixteen feet of the street was
wrongfully included in the estimate of the cost of the
improvement to be charged upon the property benefitted,
and that judgment of confirmation of the assessment roll
was properh' denied.
In such case the ordinance for the improvement of the
entire street is not void, if so much was required for the
public convenience; but the city having required the street
railway company to fill, grade, pave, and keep in repair
during all the time it has the privilege of using the street,
sixteen feet in width, when a double track is used in
accordance with such ordinance as the city council may
pass respecting such fillings, grading, paving or repairing,
and requiring the same to be done by the railway com-
panj- with like material in like manner and at the time as
required in respect to the rest of the street, the cost of
paving so much of the street should have been excluded
from the estimate.
When a street railway company is required to pave its
right of way in a street required to be paved, such com-
pany should not be assessed for benefits arising from the
paving of the balance of the street, in the absence of proof
showing that the expense of paving the right of way
would not be a fair and adequate apportionment of costs
according to benefits accruing to property of the railway
company in the street by the improvement.
(Sup. Ct. Ills. City of Chicago vs. E. A. Cummings
& Co. 25 Chi. Leg. News 254.)
Injury to Person Standimf in Street. — Car Pmunlin^-
Curve.
A street railway company is not liable for injury sus-
tained by one who was struck by the handle on the rear
dasher of a car as it rounded a corner where she was
standing near the track waiting for the car to pass and
saw it before it reached her, but thought she was far
enough from it to be safe, and there was no defect or
improper management in the car or its equipments or in
the track.
(Sup. Ct. Mass. Widmer vs. West End St. R. Co.
32 N. E. Rep. S99.)
Injury to Child nii Track — IVefflis^ence of Grifiiian.
A gripman who, at the time of running over a child
which suddenl}- runs upon the track, is standing upon one
side of the cab looking towards the houses and not hav-
ing hold of grip or brake, is guilty of negligence.
(Sup. Ct. Pa. Schmur vs. Citizens' Traction Co. 25
Atl. Rep. 650.)
Driver Removin<j; Passenger from Car — Action for
Deatli — Person Having Heart Disease.
A street railway company is not liable for the death of
one who, during an attack of heart disease, was rudely
and roughly removed from the car by the driver, under
the mistaken impression that he was drunk, and placed
on the sidewalk where he soon after died, where there is
nothing to show that it was not the disease that killed
him, or that the driver's wrongful acts in any manner
produced or hastened his death.
(Sup. Ct. Minn. Briggs vs. Minneapolis St. R. Co.
53 N. W. Rep. 1019.)
In/nry to Passenger by Being Puslied from Car 1>\ Fellow
Passenger — Excitement Caused by JVegligence of Street
Railzva\i Company.
A street railway company is not rendered liable, as
matter of law, for injuries to a passenger pulled or pushed
off a car by other passengers, by the fact that such injured
passenger has been surprised or excited and bewildered
by the negligence of the company.
(Ills. App. Ct. Joliet St. R. Co. v. McCarthy. 42
Ills. App. Rep. 49.
Newsboy Riding on Street Car — Care Rc</iiircd of Com-
pany.
A newsboy was injured while clinging upon the front
platform of a street car as the result of the car running
off the track; this court holds that in an action brought
against the street car company to recover damages for
the injuries received, as the evidence failed to show that
the street car company or its employes were guilty of
gross negligence, the bo}', who was not a passenger but
a mere licensee, could not recover.
(Ills. App. Ct. North Chicago St. R. Co. v. Thurston.
43 Ills. App. Rep. 587.)
The Southwestern Missouri Electric Railway Com-
pany, connecting Cartersville and Webb City with Jo|ilin,
plans to extend to Carthage, Baxter Springs and Kansas
City, making the most comp'ete interurban and urban
connection in the southwest.
•2'.»8
(^lAcd/J\aiWay-9^Vim^
PURIFYING STEAM WATER.
VERY few electric railways, or other steam users,
are able to secure a reailj' desirable water in its
natural state for steaming. Hence, the wide
field for the manufacturer of feed water purifiers. The
following illustrations, which are reproduced from the
annual catalogue of the Hoppes Manufacturing Company,
Springfield, O., discover a very interesting deposit which
was the result of a 42 daj's' run on a plant in that cit)'.
SECTIONAL VIEW OK PURIFIER.
As shown in the sectional view of the purifier, the water
enters the upper pan (below the water level of the pan
to prevent the steam entering the feed pipe) and over-
flows from one pan to the next lower in a thin uniform
sheet. The bottom of the pans afford settling chambers
for the heavier solids, but the most interesting feature is
the formation of sulphates and silicates of lime and mag-
nesia which gather in a crust on the under side of the pan
as shown in the illustration. Anyone who has ever spent
any considerable time in the Yellowstone National Park,
could not but ha\e been impressed with the rapid build-
^^■^^^^^^^^^^^^ '^wss ^.- . ..-
CLEAN PAN UEFOKE USING.
ing up of the formation on the mountain side directly in
front of the Hot Springs Hotel. There great pools of
boiling water, clear as crystal, but full of deposits, over-
flow in a film of water scared}' thicker than the paper on
which these words are printed, and following the contour
of the formation builds it up at a rate easily distinguish-
able from day to day. Mr. Hoppes has adopted Nature's
methods, although he drew his idea from the stalactite
formation in caves. An interesting feature of the pan
deposit is that the scale from the under side of the upper
SAME PAN Al-TER FORTY-TWO P.\YS' RUN.
pans while thicker than those below is less hard, the last
two pans yielding a scale extremely hard and almost trans-
parent.
THRILLING EXPERIENCE OF MAN-AFRAID-
OF-AN-AD.
A TRIVIAL incident at Columbus, Ohio, the other
day, was the unintentional cause of much teeth
gnashing and caustic resolutions. It seems the
Columbus Street Railway has a motor freight car and a
number of flats, which are used in transporting ties, rails
and other heavy construction material to any part of the
lines where repairs are being made. This is done chieflj'
at night. The same cars are also used in hauling coal to
the various car houses where it is converted into car pro-
pelling electricity. On this particular occasion a car load
of coal was standing on the side track waiting the arrival
of the motor car. Meanwhile the coal company which
furnishes fuel to the road, tacked upon each side of the
car a business card 12 by 16 inches, advertising their
coal.
Ordinarily this occurrence would have occasioned no
special notice or comment, but it chanced that on this
particular day a convention of advertising and newspaper
men were in convention at Columbus. The sight of
this car passing through the streets with a couple of
innocent cards tacked on was as salt to a wound and as
a crimson fabric to a male bo\ine. And thereupon the
object of the convention was lost sight of in the discus-
sion of street railways infringing upon the rights of
'•legitimate advertisers." By their own action these
publishers placed a higher standard of value on street
car advertising than their own sheets, and altogether
made a ridiculous spectacle of themselves. .Street cars
are excellent places to advertise many things, as shown
by the liberal use of the cars all over the land by the
largest and most judicious advertisers in the country.
What bothers these country editors is to find as many
readers for their papers as the street railway company
furnishes its advertising patrons.
^UeetlF^aiWxiy-l^ey^^
299
A COMPLETE CLASSIFICTION OF
ACCOUNTS.
THE Chicago City Railway is now operating by
cable, electric and horse systems, and to provide
for the new expense items created by the adoption
of electricity a complete revision of its accounting sys-
tem has been made by J. F. Johnson, for many years con-
nected with the road and one of the most experienced
railway accountants in the country.
So detailed is the distribution that it cannot but prove
of interest, and suggestive to officers contemplating a
change in their own system of accounts. We give the
classification in full, as follows:
GENERAL INSTRUCTIONS.
It is of absolute importance that the accounts of the company should
be kept in an accurate and systematic manner, so as to shown not only
general results, but also the many details, that comparisons may be made
between each of our systems, and with different periods.
In the accounts of this company two divisions are made as follows :
No. I. Expense Accounts, — which includes the cost of operating
and renewals classed under the following general headings, viz:
General Expenses.
Transportation.
Motive Power.
Maintenance Track, Roadway and Buildings.
Maintenance Rolling Stock.
No. 2. Construction, Improvement, and Property Accounts,
— which includes cost of construction, improvement and addition to
property.
The systems referred to are
Horse — which includes all lines operated by animal power.
Cable — which includes all lines operated by cable power.
Electric — which includes all lines operated by electric power.
In Division No. i, should be included all disbursements for service,
labor and material, employed and used in operating and maintaining the
systems, and charged to accounts representing the particular thing for
which the expenditure was made.
In Division No, 2, should be included all disbursements for service,
labor and material, employed and used in construction of new track,
buildings, machinery, etc., improvements to all equipment of a perma-
nent nature, and additions to property.
Renewals of track, buildings, machinery and equipment should not
be construed as an addition or betterment to property, but included in
Division No. i, under repairs and renewal of property to which it
belongs. Example: — A new sheave wheel is placed in cable machinery
plant to replace one worn out, which is a renewal, as it leaves the plant
in its original condition; while the addition of a new sheave wheel to
the plant would add to its value and efficiency, and bring it under Divi-
sion No. 2, being a permanent improvement to cable machinery, No.
103. Same example will apply to rails, frogs, crossings, equipment, cars,
etc., etc.
Depot Foremen, Timekeepers and others, at depots where cars are
handled for operating two or more systems, should use especial care
when certifying expenditures, or keeping time, to have same show to
which system, as well as the account to which it belongs.
Example: — Pushers, Towmen, etc., who handle cars on all systems
should be entered on time book as
John Doe, Towing, Horse .4
" " " Cable .3
" *' " Electric .3
showing that he worked four hours towing horse cars, three hours on
cable cars, etc.
Horse Shoers time should show amount of work done on horses
belonging to track department.
Blacksmiths time should show amount of work done on each, — cars,
grips, wagon?, etc. and not lumped as "Blacksmith.''
Time of Watchman should show where service was performed, in car
house, stable, street, or elsewhere.
Parties handling coal, or certifying to accounts and labor for same,
should show the kind of coal and how used, wliether for depot, cable or
electric steam plants, buildings, stoves, heating cars, horse shoeing,
machine shop, pits, drying sand, etc., etc.
Especial care should be used in classifying expenditures for electrical '
car equipment and repairs from those incurred for other cars or pur-
poses.
A "car'' means the body, trucks, etc., or everything except the motor or
electrical appliances.
A ''motor'' means the machinery attached to the trucks of Ihe car, and
all electrical appliances for regulation and transmission of electric cur-
rent from trolley wire to motor, including trolley pole and base, rheostat,
etc.
Division No. 2 — In construction of new tracks, buildings, machinery,
cars, etc., additions to real estate, improvement of plants and equipment,
an account should be opened for each, indicating by title the nature and
extent of the construction, etc , to which all expenditures should be
charged until same is completed, when it should be transferred to its
pioper account as shown herewith.
Example. "Construction 55th Street, State Street to Western Ave-
nue."— "Construction 47th Street, Halsted Street to Ashland Avenue,
(electric), divided as follows:
Surface Construction.
Underground "
Overhead "
"Construction Archer Avenue, State Street to River (cable)'' "Real
Estate, Stoney Island Avenue, and 63rd Street" — "Cable Power Plant,
39th Street" — "Car House, Root and Halsted Street"— "50 Box Cars." —
etc., etc.
All preliminary expenditures such as engineering, draughting, remov-
ing heavy material and obstructions, making tools, drawing papers and
procuring abstracts for real estate, obtaining r'ght of way, building per-
mits, etc., etc., should be charged to respective accounts for which same
was incurred.
Heads of departments, foreman, timekeepers and others having
charge of the approval and distribution of time, or certifying to the
expenditures for mate. ial, should familiarize themselves with the classi-
fication herewith, and in case of any doubt apply to the auditor or sec-
retary for instructions, or, if they are not readily accessible, state the
nature of labor ard where performed, or describe the material and state
how and where placed.
The ^distribution of all amounts by the various departments will be
examined carefully by the auditing department, and the heads of all
the departments will be held accountable for errors and omissions.
DIVISION No. I.
Expense Accounts.— General Expenses.
OPERATING.
1. General Superintendence. — Includes salaries of all officers whose
duties and jurisdiction extend over the entire system of the Company.
2. Wages, Clerks and Employes, (General Office),— Includes
wages of clerks whose duties pertain to entire system, and employes of
general office, policemen, watchmen, etc.
3. Miscellaneous General Expenses. — Includes general office
expenses not otherwise provided for, such as donations, directors* meet-
ings, telegraph and messenger service, traveling expenses, etc.
4. Printing and Stationery. — Includes cost of printing department
and all general printing and stationery //ru/ does not belong to a specific ac-
count^ hooks, paper, envelopes, postage stamps, rubber stamps, pens, ink,
pencils, etc., advertising, subscriptions to papers, periodicals, etc., etc.
See transportation general expenses, damages, legal expenses, etc.
5. Telephone Service. — Rentals, salaries of operators, cost of mov-
ing instruments, lines, etc.
6. Office Expenses, — Wages of janitors, elevator men, cobt of heat.
ing and lighting oflice, soap, towels, etc., repairs of desks and furniture.
FIXED.
7. Insurance, — Cost of insurance on the property of the company
8. Taxes, — All jiersonal and real estate taxes on tlie property of tiie
company, and taxes or license fees as provided by city ordinances.
9. Damages. — Includes expenses and payments on account of injur-
ies to persons, and damage to property, wages of persons while disabled,
medical attendance^ funeral expenses, cost of witnesses and testimony
outside of court; also salaries of claim agent, assistants and clerks; and
books and blanks used in this department.
300
(^tied/lF(mWa^if^cyW
This account should not include lawyers' fees, court expenses, or
damage to the company's property.
10. Legal Expenses. — Includes fees, and all expenses of attorneys,
witnesses, and all court expenses; also, salaries of counsel and attorneys,
(exclusively in service of company), clerks, cost of books, printing, etc.
11. Interest. — Interest, discount, premium and commission paid on
all paper of the company, except bonded indebtedness.
TRANSPORTATION.— TRAIN SERVICE.
12. Wages, Conductors. — Includes wages of conductors on all
systems. Wages for operating car on two or more systems to be appor-
tioned to each according to mileage made.
13. Wages, Drivers. — Includes wages of drivers on all horse car
lines.
14. Wages, Gripmen.— Includes wages of gripmen on all cable
lines.
15. Motormen. — Includes wages of men operating motors on elec-
tric lines.
16. Wages, Starters.— Include wages of all starters.
17. Wages, Flag and Trapmen.— Includes wages of all flag and
signalmen at railroad and street crossings, boulevards, etc , and trapmen
at cable pick-ups.
18. Wages, Towmen, Signalmen and Couplers. —Includes wages
of towmen at ail points, reliefmen, signalmen operating electric signals
in connection with gravity switches at depots, couplers at cable junctions
with other lines, to be charged to systems on which work was done, in
proportion to labor performed for each.
19. Wages, Pushers and Elevator Men.— Includes wages car
pushers and elevator men handling cars at depots, to be charged to each
system in proportion to work done.
20. Wages, Depot Clerks and Receivers. — Includes wages of
clerks at depots who keep time and records of trainmen, and wages of
receivers handling receipts from conductors, taking register statements,
etc.
Timekeepers for depot men, store room clerks, etc , should not be
included in this account.
21. Cleaning Cars. — Includes wages of men washing, sweeping and
dusting cars, cleaning windows, cushions, platforms, etc., and cost of all
supplies for this service, such as soap, brushes, dusters, scrubs, hose, etc.
GENERAL SERVICE.
22. Oiling and Lighting Cars. — Includes wages of men and cost
of supplies for oiling car journals, brakes, grips, etc., oil, wicks, etc., for
lamps.
Lighting electric cars and lamp repairs should not be included in this
account.
23. Heating Cars. — Includes wages of men starting and drawing
fires, cost of coal, kindling, etc., and expense of handling and hauling
same, putting in and removing heaters and pipe at beginning and end of
season.
Repairs to heaters and pipe should not be included in this account.
24. Wreck Wagon Service, — Includes wages of men operating
same and cost of repairs and renewal of tools, equipment, etc.
25. Registers. Includes rental and expense of registers, indicators,
etc.
26. Inspection. Includes wages and expenses of inspectors, and cost
of all inspection connected with transportation.
27. Miscellaneous Car Service. — Includes cost and expense of con-
ductors and drivers, badges, punches, stamps, etc., flags and decorations
for trains, printing bulletins, orders, etc., for trainmen, time table blanks
records, etc., and all expense for car service not otherwise provided for
28. Supervision. — Includes wages of time table superintendent,
supervisors, their assistants and clerks.
29. Transfers. — Includes labor and material for printing and distri-
buting transfers, wages of transfer agents, etc.
DEPOT EXPENSES.
30. Wages, Foremen and Assistants.— Includes wages foremen,
assistant foremen, timekeepers for depot men, store room clerks, etc.
31. Wages, Watchmen and Janitors. Includes wages watchmen ;
and men sweeping, cleaning and keeping in order car house, office, etc,
32. Wages, Engineers and Firemen. — Includes wages engineers
and firemen employed on steam plants at depots, for operating elevators,
heating buildings, drying sand, cutting feed, etc., to be apportioned to
different accounts, and to each system, in proportion to work done for
each.
33. Repairs Engines, Boilers and Equipment. — Includes cost of
repairs and renewals of engines, boilers, gearing, tools for use of same
at depot.
34. Fuel. — Includes cost of fuel for depot steam plants.
35. Oil, Waste, Water and Supplies. — Includes cost of oil, waste,
polish, water and supplies for depot steam plants.
36. Electric Lighting. — Includes cost of electric lighting at depots,
repairs and renewal of lamps, dynamos, electric equipment, wires, etc.
37. Miscellaneous Depot Expenses.— Includes expenses of fuel,
heating and lighting depots (except 34 and 36) and all depot expenses not
otherwise provided for.
MOTIVE POWER, POWER HOUSE— Cable.
38. Wages, Engineers, Firemen and Helpers. — Includes wages of
all engineers, firemen, helpers and oilers of engines and machinery
employed in cable power houses.
39. Repairs and Renewals Engines, Boilers and Machinery. —
Includes cost of repairs and renewals of engines, boilers and appurte-
nances, machinery for operating cables, tools for use of same and all
equipment in cable power house; except electric light equipment.
40. Oil, Grease, Waste, Water, Etc. — Includes cost of all oil,
grease, waste, polish, water, etc., used for maintenance and operation of
cable power house plant (See 39) except electric light equipment.
41. Fuel. — Cost of fuel for boilers furnishing steam for operating
cable power house engines and machinery, and expense of delivering
same to power house,
42. Electric Lighting. — Includes wages of operators, cost of repairs
to electric engines, dvnamos, switch board and apparatus, lamps, globes,
wire and supplies for maintenance of electric lighting plant. All build-
ings supplied with this light should be charged with their proportion of
these operating expenses.
43. Miscellaneous Cable Power House Expenses. — Include
expense of handling cinders, and all other expense not otherwise pro-
vided for.
POWER HOUSE.
Electric Steam Equipment.
44 Wages Engineers, Firemen and Helpers. — Include wages of
all engineers, firemen, helpers and oilers of engines and machinery,
employed on steam equipment of electric power house.
45. Repairs and Renewals, Engines, Boilers and Machinery. —
Includes cost of repairs and renewals of engines, boilers and appurte-
nances, machinery for operating electric equipment, tools for use of
same, and all repairs connected with steam equipment of electric power
house — electric lighting excepted.
46. Oil, Grease, Waste, Water, Etc. — Includes cost of all oil,
grease, waste, polish, water, etc, used for maintenance and operation of
steam equipment, electric power house. (See 45). Electric lighting
excepted.
47. Fuel, — Cost of fuel for boilers furnishing steam for operating
steam equipment electric power house, and expense of delivering same
to power house.
48. Electric Lighting. — Includes wages of operators, cost of repairs
to electric engines, dynamos, switch board and apparatus, lamps, globes,
wire and supplies for maintenance of electric lighting plant. All build- •
ings supplied with this light should be charged witii their proportion of
these operating expenses.
POWER HOUSE.
Electric Equipment.
49. Wages, Electric Engineers and Assistants. — Include wages
of electrical engineer and assistants, and of all labor employed in operat-
ing electrical power equipment. Wages for operating electric light
equipment should not be included in this account.
50. Repairs and Renewals of Generators. — Includes cost of
repairs and renewals of generators or dynamos and their parts, such as
armatures, fields, cummutators, oilers, bearings and boxes, belting, brush
holders, brushes, etc., also all labor for removing and replacing damaged
parts.
51. Repairs and Renewals of Switch Board and Equipments. —
Includes cost of repairs and renewals of switch board and switch board
equipment, station switches, rheostats, wiring and connections, and all
apparatus for measuring and regulating electric current, also all labor
and expense removing and replacing damaged parts.
52. Repairs and Renewals, Miscellaneous Electrical Equipment.
— Includes cost of repairs and renewals of power house electrical equip-
ment not included in 50 and 51.
(^1i!i^}\aAWwf^S^i^
301
53. Oil, Waste and Supplies. — Includes cost of oil, waste, polish,
supplies, elc, for the operation of power liouse electiical equi|)ment.
S3 A. Miscellaneous Power House Electric Expense. — Includes
cost of books, blanks, records, etc., and all expenses not otherwise provided
for. ___^__
HORSE SERVICE.
Any Expense for Teams Used in Track Services Should Not be
Included in This Account.
54. Wages, Stablemen. — Includes wages of all men employed in
care of and handling horses for train service and auxiliary thereto, such
as grooms, changers, feedmen, haynien, waternien, watchmen (stable),
nurses, veterinary, whitewashers, teamsters (stable service), etc.
See 30 depot expenses for wages foreman assistants to be charged each
system in proportion to service for each.
55. Grain. — Includes cost of grain used by company for feeding
horses and all expenses incurred in delivery to place used, wages of
miller, commissions, tools, etc.
56. Hay. — Includes cost of hay used by company for feeding horses,
and expenses incurred in delivering to place used, teaming, commissions
etc.
57. Loss on Horses. — Includes loss and gain on horses sold, died
or given away, being the loss or gain between the value of such horses,
and amount realized for same.
58. Horse Shoeing. — Includes cost and expense of shoeing horses,
such as wages of shoers, cost of shoes, nails, calks, transportation
charges on same, tools, etc.
59. Repairs, Harness — Includes cost of repairs and renewals of
harness used for transportation, and auxiliary service, wages of repairers,
etc., including wliitlletrees double and single, blankets, whlp^i, etc,
60. Repairs, Stable Tools and Equipment. — Includes cost of repairs
and renewals of stable tools and equipment, such as feed cutters, feed
cart<, wagons (for stab'e use), forks, shovels, brooms, oil and grease for
lubricaling, etc.
61. Medicines, Water and Bedding. — Includes cost of medicines,
drugs, surgical instrumeiits and apparatus, linseed meal, bran, salt, etc. ;
water used for stable purposes; and bedding of all kinds for horses.
62. Miscellaneous Stable Expenses. — Includes all expenses not
stated above, fuel for stable use, lighting building (except electric light-
ing), books, records, blanks, etc.
MAINTENANCE TRACK, ROADWAY AND BUILDINGS.
SURFACE.
63. Repairs and Renewal of Tracks and Road Bed. — Includes
cost of material and labor, and all expense for maintenance of all surface
tracks and roadways.
New rails, ties, splice bars, nuts, bolts, etc., used to replace those
removed, with cost of transportation, and labor employed in remo\'ing
and replacing same.
Also, cost of labor and material, and all expense for repairs and
renewals of paving on tracks, or street where same is to be maintained
by the Company.
Wages of trackmaster, foremen, timekeepers; cost of records, books,
blanks, etc., and all expense for maintenance of track and roadway not
otherwise provided for should be charged to this account.
Repairs of underground cable, and those of an electrical nature should
not be charged to this account.
64. Repairs, Track Equipment and Tools, — Includes cost of
repairs and renewals of all equipment and tools used in maintenance of
tracks and road bed, such as wagons, forges, drills, bars, shovels, picks,
etc.
Also, repairs and renewals of snow-plows, sweepers, salters, sand dry-
ing equipment, and all tools for track cleaning equipment
65. Cleaning Tracks. — Includes cost of all labor, and expense for
removing snow, ice, mud, dirt, etc., from track; and also the use of sand
cinders, etc., for slippery tracks, cleaning cross-walks, and hauling snow
from streets, hauling and drying sand, cost of salt and hauling, refresh-
ments for laborers, etc.
66. Feed and Care of Track Horses, — Includescost of hay, grain,
and all labor and expense in care of horses used for track service exclus-
ively, such as wages of grooms, feedmen, watchmen, nurses, etc. ; loss on
horses; horse shoeing; repairs harness; blankets, whips, etc.; repairs and
renewal of barn tools and e(iuipmcnt ; medicines, water, bedding, lighting
and heating stable, and all expense connected with care track horses
not otherwise provided for.
UNDERGROUND CABLE.
67. Oil and Grease for Pulleys and Cables. — Includes cost and
expense of all lubricating oils, grease, compounds, etc., used on pulleys,
sheaves, pit machinery, and all underground cable equipment, and cable
rope.
68. Repairs and Renewals of Yokes, Pulleys and Pit Machinery.
— Includes cost of labor and material for repairs and renewals of yokes,
pulleys and frames, pit machinery and gearing, and all underground
equipment.
69. Wages, Oilers, Pit and Ropemen. — Includes wages of all men
employed in oiling pulleys, cable rope and underground equipment ; men
in charge of pits and pit machinery, and men employed for splicing and
inspection of cable rope, removing old rope from and placing new rojie
in conduit.
70. Wear of Cable Rope. — Is the depreciation of cable rope from
original cost when unfit for use or removed from conduit; amount
received from sale of same should be credited to this account.
71. Handling Cable, Old and New. — Includes wages and expense
of moving new cable rope from railroads to our depot, reeling, repairs of
reeling equipment and tools; handling and reeling old cable rope after
removal from conduit, cutting same, and repairs of cutting equipment
and tools, delivering same to depot when sold.
72. Cleaning Conduit. — Includes wages and expense of cleaning cable
conduit, removing and^^dumping, repairs and renewals of cleaning tools
and equipment.
73 Miscellaneous Underground Cable Expenses. — Includes all
underground cable expenses not otherwise provided for, cost of heating
and lighting pits, etc., etc.
ELECTRIC.
Electric Underground Construction.
74. Repairs and Renewals. — Includes cost of all labor and material
used in repairs and renewals of supplementary wire and connections,
drilling rails, cost of wire, solder, and all tools used in repairing under-
ground electrical equipment. Repairs, renewals and changes of switches,
frogs, ties, etc., should not be charged to this account. See 63.
Overhead Electric Construction.
75. Repairs and Renewals. — Includes cost of all labor and material
fur repairs and renewals of poles, cross-arms, feeder, guard and trolley
wires, and all devices of an electrical nature used in overhead construc-
tion. Expense of repair wagons, and cost of tools and implements neces-
sary for this work should be charged to this account.
76, Miscellaneous Electric Line Expenses — Includes all expenses
applicable to overhead electric line equipinent not otherwise provided
for.
REPAIRS AND RENEWALS OF BUILDINGS.
77, Repairs of Buildings, Docks, Etc. — Includes cost of repairs and
renewals of all buildings used by the company. Power houses, depots
for cars and horses, office buildings, shops, mills, sheds, etc.; and all
stationary fixtures of same, foundations for engines, dynamos and
machinery, chimneys, smokestacks, tracks, turn and transfer tables for
car houses; elevators, stationary feed bins, vaults, stationary forges, oil
rooms, coal bins; also gas and water pipes and connections.
Repairs and maintenance of docks, wharves, etc., should be charged
to this account.
MAINTENANCE ROLLING STOCK.
GENERAL.
78. Repairs and Renewals of Cars. — Includes cost of repairs and
renewals of all cars (except see Si and S2), such as car bodies, trucks
(except see Si), wheels, brakes, axles, painting, varnishing, upholstering
signs and lettering, track scrapers, bell cords, lamps, heaters (not elec-
tric) and pipe, mats, straps, gongs, etc., etc., everything pertaining to a
car and its equipments except those of an electrical nature. The cost of
new cars to replace those worn out and destroyed should be charged to
this account.
Wages of master mechanic, assistants, timekeepers and clerks should
be included.
79. Repairs and Renewals, Shop Tools and Machinery. —
Includes cost of repairs and renewals of all fixed and heavy tools and
machinery, lathes, planers, shapcrs, cranes, anvils, bellows, portable
forges; engines, gearing, etc, also cost of all small tools such as chisels
hammers, bits, brushes, etc., and expenses of oiling machineryf gearing
and tools.
802
(pijwdrj^a^^
80. Miscellaneous Shop Expenses.— Includes cost of heating and
ighting shops, water; books, records, blanks, etc., and all expenses not
otherwise provided tor.
ELECTRIC.
81. Repairs and Renewals of Motors.— Includes cost of material,
labor, and all expenses for renewals and repairs of gears, pinions, trolleys
and their parts, field coils, lightning arresters, switches, fuse boxes,
armatures, rheostats, brush holders, jokes and springs, motor pans, con-
trolling stands, motor frames and arms, button boards, bolts, carbons, etc.,
also expense of all wiring of car except that for electric lighting; in fact,
all electric repairs and renewals, except trucks and electric lighting.
Cost of books, blanks, etc., for record of motor and parts should be
charged to this account.
82. Repairs and Renewals of Motor Trucks.— Includes cost of
repairs and renewals of motor trucks
83. Repairs and Renewals, Miscellaneous Electi-ic Car Equip-
ment.— Includes cost of repairs and renewals o( electric car equipment
not included in No. Si or 82, such as wiring for electric lighting and
heating cars; cost of globes, lamps, etc, parts for heaters, repairs and
renewal of same, and all equipment pertaining thereto not otherwise pro-
vided for.
84. Inspection of Electric Cars — Includes wages of men inspect-
ing and examining electric cars and equipment; and cost of books,
blanks, etc., used for that purpose.
CABLE.
85. Repairs and Renewals of Grips.— Includes wages, cost 01
material and all expense for repairs and renewals of grips, and all parts
pertaining to same; wages moulders, lathemen, costof steel, iron, copper,
brass, bolts, etc., and all expense connected with same.
DIVISION No. 2.
Construction, Improvement and Property Accounts.
100. Construction.— Includes cost of grading, surfacing, ditching,
filling, paving, sewer connections, rails, chairs, splice-bars, ties, stringers,
rods, spikes, switches, crossings, jokes, braces, iron, puHejs and frames;
poles, wires and all miscellaneous material used for construction of all
tracks, horse, cable and electric; costof labor and teaming for placing
materia! in position.
Where required to grade, ditch, fill surface, pave, or improve any por-
tion ofstreet or roadway outside the lines of our tracks, cost of same
should be included in this account.
loi. Real Estate.- -Includes cost of all real estate, improved or
unimproved, purchased by the company.
102. Buildings. — Includes cost of all labor and material used in con-
struction of buildings of all kinds; power stations, car houses, stables,
storehouses, waiting depots, offices, etc.; also, cost of docks and wharves.
All fixed equipment, such as foundation for engines and machinery,
car house tracks, transfer and turn-tables, elevators, stationary forges,
stalls, bins, vaults, water, gas and electric lighting fixtures, etc, should
be charged to this account.
103. Cable Machinery. — Includes cost of engines, boilers, steam
pipes and fittings, all power house and pit machinerj for operating cable
lines, and cost of labor and teaming for placing same in position.
104. Electric Machinery. — Includes cost of engines, boilers, steam
pipes and fittings, wires, all power house steam and electric machinerv,
and equipment for operating electric lines, and cost of labor and teaming
for placing same in position.
105. Tools and Machinery. — Includes cost of all heavy and fixed
tools for shop, tracks and depots, such as lathes, planers, shapers, cutters,
power drills, etc., rail benders and saws, heavy jacks, etc, etc., portable
engines, and engines, boilers, and machinery connected therewith for
operating plants at shops, depots and office buildings; also, engines,
machinery generators and electric lighting equipment, and cost of labor
and teaming for placing same in position.
106. Miscellaneous Equipment. — Includes cost of all snow-plows,
sweepers, salters, etc., built or purcliased; also, wagons and vehicles of
all kinds, and rolling stock and equipment not otherwise provided for.
107. Passenger Cars. — Includes cost of all cars for passenger ser-
vice, purchased or built, with all equipments pertaining to same, such as
motors and all electric appliances, trucks, brakes, scrapers, goners, heaters
lamps, straps, etc., etc.
Freight charges and cost of delivering cars to our depots should be
included in this account.
108. Horses, — Includes cost of all horses purchased and expense of
delivering same to our depots.
109. Cable. — Includes cost of all cable rope purchased and expense
of delivering same to our depots.
no. Office Furniture and Fixtures. — Includes cost of office equip-
ment of a permanent character, such as safes, desks, counters, railings,
etc.
111. Supplies. — Includes cost of supplies and material purchased for
future xise, or more than required for the current month, such as grain,
hay, lumber, rails, ties, poles, wire, car wheels, etc, to be charged to the
respective accounts to which they belong when used.
112. Uniforms. — Includes amount paid for uniforms for trainmen.
V. S. MAIL CARS ON THE CINCINNATI INCLINED PLANE RAILWAY.
Abraham Lincoln
When leaving his home at Springfield, 111., to be inaugurated President
of the United States, made a farewell address to his old friends and
neighbors, in whicli he said, "neighbors give your uoys a chance."
These words come with as much force to day as they did thirty years
ago.
How give them-this chance.^
Up in the Northwest is a great empire waiting for young, and sturdy
fellows to come and develope it and "grow up with the country." All
over this land are the young fellows, the boys that Lincoln referred to
seeking to better their condition and get on in life.
Here is their chance!
The country referred to lies along the Northern Pacific R. R. Here
vou can find almost anytiiing you want. In Minnesota and in the Red
River Valley of North Dakota, the finest of prairie lands fitted lor wheat
and grain, or as well as for diversified farming. In Western North
Dakota, and Montana, are stock ranges limitless in extent, clotted with
the most nutrious of grasses.
If a fruit farming region is wanted there is the whole State of Wash-
ington to select from.
As for scenic delights the Northern Pacific Railroad passes through
a country unparalleled. In crossing the Rocky, Bitter Root, and Cascade
Mountains, the greatest mountain scenery to he seen in the United
States from car windows is to be found. The wonderful bad lands,
wonderful in graceful form and glowing color, are a poem. Lakes
Pend d'Oreiile and Coeur d'Alene, are alone wortii a trans-continental
trip, while they are the fisherman's Ultima Thule. The ride along
Clark's Fork of the Columbia River is a daylight dream. To cap the
climax this is the only way to I'each the far-famed Yellowstone Park.
To reach and see all this the Northern Pacific Railroad furnish trains
and service of unsurpassed excellence. The most approved and com-
fortable Palace Sleeping cars; the best Dining cars that can be made;
Pullman Tourist cars good for both first and second class passengers;
easy riding Day Coaches, with Baggage, Express, and Postal cars, all
drawn by powerful Baldwin locomotives, make a train fit for royalty itself.
Those seeking for new homes should take this train and go and spy
out the land. To be prepared, write to
Chas. S. Fee,
G. P. & T. A.
St. Paul, Minn.
^ticetll\ailwiiy'9^Vm/
3oa
X
NEW ORLEANS & CARROLLTON
ELECTRIC LINE.
MENTION has already been made in former
issues of the opening of this, the first electric
railway in New Orleans. An inspection of the
line by a representative of the Reniew discloses so much
of interest we are constrained to give a more complete
account of the system and its workings.
The New Orleans & Carrollton road lies entirely in the
American quarter of the city and has its down town ter-
minus— if the term down can appropriately be used in a
city as level as a floor — where Baronne intersects Canal
street, the great business artery of the city and thedivid-
intr line between the French and American districts.
avenue lines ten each. Twenty additional cars have been
ordered and are already greatly needed. The two
avenue lines are also choice residence streets.
THE POWER HOUSE
is located at Napoleon avenue and the river. This site was
selected on account of fuel supply and with a view to
using the river water for the condensers, although the
water from the river is so full of sand and grit that it is
not entirely satisfactory and artesian wells have been sub-
stituted. From this latter source a supply is secured at
a depth of 500 feet. The artesian water while e.xcellent
for steam and similar uses is so impregnated with sulphur
as to be undesirable for drinking purposes. This station
is a handsome brick structure, 85 by 125 feet, and
throughout splendidly arranged and equipped. It cer-
tainly is one of the finest in the country. The boiler room
is light and high, 50 by 93 feet and contains 1,100-horse-
power of Babcock & Wilcox boilers in tivo batteries, and
duplex pumps.
The stack is 125 feet high, 90 feet of the upper por-
tion being 5-foot diameter iron stack resting on brick
which reaches above the roof.
A large yard gives ample storage capacity for fuel,
which is soft coal, and which does not seem to slack in
that climate, even when left uncovered for a considerable
time. These boilers are giving most satisfactory service
THE OAKS — 300 yHARS OLD.
From this point the line follows Baronne a distance of
ten squares to the Lee circle which it passes on a long
and symetrically constructed reverse curve leading onto
St. Charles street. This it follows to Carrollton avenue,
four miles and a half, and turning northeast on Carrollton
reaches the company's extensive car sheds, shops and gen-
eral offices. Two branch lines leave St. Charles and run
to the river over Jackson and Napoleon avenues, each
about one mile long. All these lines are double track.
St. Charles street is the finest residence street in the
city and 120 feet wide, with a parkway in the center occu-
pied exclusively by the car tracks, bordered with grass
plats and shaded by magnificent trees which unite in a
canopy over the cars. The driveway extending to either
curb is boulevarded and mansions set back from the
walks and surrounded by lawns filled with magnolias,
palms and beautiful flowers afford a picture to be found
nowhere else in the country. St. Charles is one of the
oldest streets in the city and was first improved during the
war bv General Butler who made it a shell road. Prop-
erty has made large advances in value since the conver-
sion of the line to electricity. The World's Fair was
reached by this line, some of the buildings of which are
still standing on the s]iot known as Audabon Park. Our
illustration of die giant live oaks, 300 years old, mark this
spot which was in time of yore and "honor" the fav-
orite dueling resort. In easy walking distance is the
Home of the Flowers, a beautiful floral exhibit drawing
thousands of visitors. The main or Carrollton line is
now operating thirty cars, and the Napoleon and Jackson
THE POWER HOUSE.
and cause no trouble in using the artesian water. The
engine room is lighted with large windows on three sides,
and separated from the boiler room by a heavy brick
fire wall extending to the roof. Our illustration best
describes the distribution of engines, main shaft and gen-
erators. The building admits of a still further increase in
boiler and driving machinery and this will be added soon.
The order to equip the plant was given in one contract
to the Lane & Bodley Company, of Cincinnati, to include
foundations and all machinery (except electrical), and the
prompt and thorough manner in which the contract was
carried out has occasioned mucii favorable comment.
The engines are three in number of 300-horse-power
each. They are the Lane & Bodley tandem-compound
304
(jofcifcd.j\ailM%5\^
Corliss, each i6 and 30 inch cyHnders with 48 inch stroke,
with independent jet condens°ers placed beneath the floor,
The connection to line shaft is such that any one of the
three 200-killowatt T-H generators can be driven with
either engine, or two engines can drive all three genera-
tors if necessity demands.
The fly wheels are iS feet diameter, 34 inches face
and each weigh 40,000 pounds; making 70 revolutions
per minute.
The shafting stands are of the design brought out by
the Lane & Bodley Company last year, with self-oil-
ing boxes constructed so that they may be removed with-
out interference with anything on the line shaft. Aside
from the artistic finish of the engines which the ample
room of the plant display to good advantage, it is an
interesting sight to watch two of them driving the same
shaft. They take the variations in the load without any
effort and run in almost perfect unison. The plant is
operated with a high degree of economy, although at
present, owing to the insufliciency of artesian condensing
at the center top and forming a most symmetrical and
finished appearance. Track gauge is standard.
THE CARS
are from Brill and St. Louis Car Company, on McGuire
and Brill trucks with Griffin wheels. They are 18-foot
bodies. All the fifty cars are motors, twenty running
with 15 and thirty with 25-horse-power General Elec-
tric single reduction motors. They secure full speed
readily, stop easily and quickly, and attain a speed of nearly
twenty miles an hour on a good portion of the line. The
attractive exterior and handsome interior have attracted
general attention and are highly praised by both the New
Orleans public and the railway company. So well pleased
are the latter a second order for twenty new cars is now
being built by the St. Louis Car Compan}', although in
this instance the McGuire truck is specified for the whole
order.
THE BIC; CAR SHED, SHOPS AND OFFICES
are located in Carrollton, and are all the heart could
CAR SMEUS.
INTERIOR OF POWER HOUSE.
water, the supply for the condensers must be pumped
twice.
The switch board is a very handsome affair of marble,
and in addition to the usual meters and safety devices
has a Johnson safe and automatic current disconnector.
The superintendent of motive power is W. N. Sheaff,
a prodigious worker and a most experienced and practi-
cal expert. His thorough and painstaking work is seen
everywhere, and the fact that the line has been in opera-
tion four months, including a three daj's' strike when
the road was operated with entirely green men without
the burning out of a single armature in all that time, is
a no small compliment to Mr. Sheaff's ability and execu-
tive management. He is a most genial and accomplished
ijentleman and is makinff a trrand success.
THE TR.\CKS
are 70-pound Johnson girder and 60-pound Duplex
except on St. Charles avenue where the road occupies
an exclusive right of way and where 50-pound T is used.
Overhead construction is center pole with feeders carried
desire. The offices have just been moved from the down
town location and occupy a one-story detached building
of brick, 30 by 175 feet. This allows large windows on
each side its entire length, and looks out upon the shops
and car shed, from which it is separated by a large vard.
This latter will be set with shade trees and made attrac-
tive. Private offices handsomely furnished are assigned
each of the company's officers. The safety vault is 10 by
10 feet, lined with steel. Distant three hundred feet and
parallel to the offices is the shop, presided over by master
mechanic F. C. Rojo, who is also quite an inventor.
The shop is 175 feet long and 45 feet wide at one end,
and widening to 62 feet at the rear. It is divided as
shown in the plan, and equipped with wood and iron
working machinery. An electric motor furnishes the
power. Adjoining are the water tanks, one above the
other, the larger holding ten thousand gallons, the lower
five thousand, and used for drinking water. An artesian
well 820 feet deep flows eighty gallons per minute.
Like all wells along the gulf coast, the water is strongly
impregnated^ with sulphur, which, however, loses its
(^Hifcetj\aiWay"li^ym/
305
strength on exposure to the air. Beneath the tanks is a
good sized oil room. The top of the water tower is
sixty feet above the ground.
Not the least interesting feature of the company's
property is the immense car shed, open on the sides to a
distance of i8 feet from the ground, and at the ends 30
feet. The line enters at the rear, using the shed as a
loop, and entering cars can be switched onto any of the
ten tracks, or again to the main line when they depart at
the front. Storage is provided for 100 cars, and the
inspection pit, 50 by 140 feet, has six tracks. This pit,
which is four feet deep, is lined at sides and bottom with
three rows of brick laid in cement, and the entire inside
WINDING
' ROOM
MACHINE
SHOP
WOOD
WORKING
MACHINES
CjIPi'ENT :r i
1]
PLAN OF SHOPS.
walls and floor plastered with cement to keep out the
water. Both the roof on the power house and the entire
car shed were built and erected by the Berlin Iron Bridge
Company, of East Berlin, Conn. The car shed, especi-
ally, is a notable piece of work, being 12S by 265 feet,
constructed of steel columns supporting a truss roof
covered with inch Georgia pine and corrugated iron. It
is one of the neatest and most conveniently arranged car
sheds we have ever seen, and although there is no fear of
a snow fall to test its strength, has a sustaining strain of
40 pounds to the square inch. There is nothing in the
structure which can easily burn, and altogether presents a
building strong, sightly' and durable. The company were
greatly pleased with the prompt manner in which the
structure was erected.
A president's car, of 18 foot body and vestibuled ends,
is one of the finest ever built. Jt is resplendent with
beveled plate glass, rich carpet, satin covered chairs, and
elegant curtains. Nickel and inlaid woods heighten the
effect. It will be used by the president to entertain
distinguished guests, and occasionally chartered to select
theater parties. It was built by the St. Louis Car Com-
pany.
The long eared mule and the long legged horse, for
farm work, have lost their occupotion. Two Kansas city
men have invented a small motor that can be hid under
a man's hat, but powerful — oh, my, powerful enough to
run a whole farm — shell the corn, shear the sheep, plow
corn, dig potatoes, milk the cows and spank the children.
Of course, it will be e.xhibited at the World's Fair.
Tin-; section of the Broadway cable line between Hous-
ton and Fifth streets, was started May 6th. The last
delivery of new rope was made the same day by the
Roeblings, and is now in the conduit; it was 18,941 feet
long and weighed 40 tons.
AN IMPORTANT DECISION.
AN important decision was rendered b}' Judge E. C.
Billings in the United States Circuit Court, at
New Orleans, on March 25. It granted an
injunction against the notorious amalgamated council
which inaugurated the great strike in that city last No-
vember. The strike found its beginning in a demand by
the warehousemen and teamsters for more pay and shorter
hours. This was refused, and the strike spread until all
the labor organizations of the city were involved, includ-
ing all the lines of street railway. As matters progressed
the amalgamated council stated that they were willing to
arbitrate on hours and wages, but that the question of
" none but union men to be hired when available, from
and after the final adoption of tariff and hours " to be
accepted without arbitration. The challenge was also
boldly made at the same time that if the demands could
not be secured peaceably, force would be resorted to.
That this was no idle threat was shown by subsequent
events, and the entire business of the city was paralyzed,
its streets and business houses left in utter darkness at
night and the water works shut down. The mayor issued
a call to swear in as special officers the law-abiding citi-
zens, and the governor issued a proclamation. The strik-
ers held out a long time, but eventuall}' lost. In the
meantime an injunction was sought in the United States
court on the ground of interference with interstate com-
merce. This in brief brings us to the decision in ques-
tion. Without citing it in full, the court stated that the
fact that the immediate causes which led to the desired
injunction having been removed did not alter the ques-
tion of right in the least, and sums up the case in the fol-
lowing words :
" A difference had sprung up between the warehousemen and their
employes and the principal dr,i^men and their subordinates. With the
view and purpose to compel an acquiescence on the part of the employ-
ers in the demands of tlie employed it was finally brought about by the
employed that all union men, that is, all the inembers of the various
labor associations, were made by their officers, clothed with autliority
under the various charters, to discontinue business, and one of these
kinds of business was transporting goods which were being convened
from state to state and to and from foreign countries. In some branches
of business the effort was made to replace the union men by other work-
men, this was resisted by the intimidation springing from vast throngs
of the union men assembling in the streets, and in some instances by
violence. So that the result was that by the intended effects of the
doings of these defendants not a bale of goods constituting the commerce
of the country could be moved. The question simply is ' do these
facts establish a case within the statue? ' It seems to me this question
is tantamount to the question, ' Could there be a case under the
statute?'
It is conceded that the labor organizations were at the outset lawful. But
when lawful forces are put into unlawful channels, i. e., when lawful
associations adopt and further unlawful purposes and do unlawful acts the
associations themselves becoine unlawful.
The evil as well as the unlawfulness of the act of the defendants con-
sist in this that, imtil certain demands of theirs were complied with, they
endeavored to prevent and did prevent everybody from moving the
commerce of the country. What is meant by restraint of tr.ide is well
defined by Chief Justice Sav.ige in the people vs. Fisher, 14 Wendell, p.
18 He says: ' Tlie mechanic is not obliged by law to labor lor any
particular price. He may s.ay that he will not make coarse boots for less
than f I per pair, but he has no right to say that no other mechanic thai
make them for less; should the journeymen bakers refuse to work unless
for enormous wages, which the master bakers could not afford to pay,
and should they compel all journeymen in a city to stop work the whole
:WC}
<^1mjd^)f{aA\^u^^j^^
population must be without bread, so of journeymen tailors or mechan-
ics of any description, such combinations would be productive of derange-
ment and confusion, which certainly must be injurious to trade.
It is the successful effort of the combination of the defendants to in-
timidate and overawe others who were at work in conducting or carry-
ing on the commerce of the country in which the court finds their error
and their violation of the statute. One of the intended results of their
combined action was the forced stagnation of all the commerce which
flowed through New Orleans.
This intent and combined action are none the less unlawful because
they included in their scope the paralysis of all other business within the
city as well.
For these reasons I think the injunction should issue."
HALF FARES.
Interesting Facts from all Parts of the Country
Boiled Down for Busy Readers.
An electric railway, it is said, will be one of the feat-
ures of travel between Dallas, Tex., and Ft. Worth within
a few months. E. E. Perkins, of New York, is inter-
ested.
The Cleveland Electric Railway Company divides its
shares thus: East Cleveland Electric gets 67 per cent
plus $167,500, the Brooklyn & South Side, 33 per cent
minus $167,500.
The Frankfort & Illion Street Railway for the first
quarter of '92 shows assets of $21,231, profit and loss
surplus of $6,946 and capital stock of $14,275. The net
earnings were $308.62.
A SECTION boss on the Lake Shore Railroad, at Kala-
mazoo, Mich., undertook to cut the trolley wires on the
street railway which crossed the steam tracks and received
a shock which threw him from the top of a 20-foot ladder.
His head struck on the rails causing death.
Conductor Leach, on the Cottage Grove cable line
of the Chicago City Railway, was standing on the foot
board of an open car when the shaft of a delivery wagon
pierced his side, passing almost through his body. The
horse had been left unhitched and walked near the track.
The New York L trains will wage a fierce war against
cholera this summer. Sanitary inspectors will travel the
lines hunting for microbes and disinfectants will be every-
where available. Quarantine stations will be established
at intervals and rolling stock will be regularly cleaned
and fumigated.
The Massachusetts house of representatives always has
a rapid transit microbe working at its vitals. Sometimes
it's Boston common, sometimes it's storage battery. The
e.xamination before the committee brought out the fact that
the storage battery had so far been too expensive for com-
mon use, even that much vaunted one at Milford. How-
ever, in the face of all this, the bill to allow storage batteries
to be run over the West End tracksjn Cambridge was
supported.
As AN interurban electric railway center, Norwalk, C,
bids fair to become a leader. The line to Sandusky, 16
miles long, is nearly completed and other lines are being
pushed, and by next fall will aggregate 50 miles, radiating
in all directions. The influence on town and farm prop-
ert)' along the lines is already felt, and prices of realty
are rapidly advancing.
The road is unusually blessed that has no history. The
Little Rock, Ark., road isn't like that. It has been in
history ever since it began to turn a wheel. Just at pres-
ent it enjoys two receivers, the latest one being appointed
by Judge McClure to assist Col. Fordyce, of St. Louis.
The new receiver is Allen W. Johnson, suggested by the
General Electric Company, one of the large creditors.
The Chicago Electric Club elected officers April 20th,
as follows: President, J. P. Barrett; first vice-president,
F. W. Parker; second vice-president, E. Baggot, third
vice-president, F. W. Cushing; fourth vice-president,
Geo. Cutter; secretary, F. L. Perry; treasurer, J. W.
Johnson. The club will probably have its hands full
entertaining visitors this year, but we can assure out of
town friends that the new regime will do it handsomely.
A HOWLING tempest of snow and sleet succeeded a very
rainy week at Minneapolis, on April 20. All snow plows
in the city had been filed for future references, and a
blizzard with iS inches of snow in its trail played particu-
lar hob with traffic. Manager Hield, however, did his
best and opened up the more important lines in good time
The suburbanites suffered the most from the storm, but
all received the inevitable with the following little "pome :"
This weather ought lo please poets
Wherever those articles grow;
For sure it's a rare combination
Of "Spring" and the "Beautiful Snow."
WORLD'S FAIR CONGRESSES.
T
HE world's sjmposiums are arranged to meet
upon the following dates, to discuss the sub-
jects noted:
May 15 — The Progress oi Woman.
May 22 — The Newspapers.
May 29 — Medicine and Surgery.
June 5 — Temperance.
June 12 — Reforms — Social and Moral.
June 19 — Finance and Commerce.
July 3 — Music.
July 10 — Literature.
July 17 — Education.
July 31 — Engineering.
Aug. 7 — Government.
Aug. 14 — Horticulture.
Aug. 21 — Science.
Aug. 2S — Labor.
Sept. 4 — Religion.
Sept. 28— Sunday Rest.
Oct. 13— Sanitary Affairs.
Oct. 16 — Agriculture.
The Street railwa}' men will be interested in Engineer-
ing, Science, Labor, and perhaps, in municipal reform.
These congresses will be held in the new Art Institute
on the lake shore at the foot of Adams street.
(^tud.lF^mlvV^li^ylcW'
CHARLES B. THURSTON,
President Jeraiy City * Bergen Railroad, Jersey Vily. X. J.
^iH^lf^aiWay-j^Vm/
307
LAKE ROLAND'S ROAD.
ON the second day of May, about the time that
Chicago men were eating late lunch, the first
elevated railroad south of New York, and the
third electric elevated railway in America was opened for
traffic.
The personnel of the party making the first trip is as
follows: At the motor, Superintendent L. N. Fredericks
and William iSIiller, electrician; President J. L. McLane;
J. P. Smith, general manager; E. Scott and S. M. Jarvis,
Kansas City stockholders; R. R. Conklin, E. B. Stewart
and T. B. Gamble, of the Pennsylvania railroad; also
stockholders and a score of other lay brethren prominent
in real estate and railway circles.
HISTORICAL.
The Lake Roland Elevated Railway is the result of the
consolidation, April i6, 1892, of the North Avenue Rail-
way Company and the Baltimore, Hampden & Lake
Roland Railway Company. The former had secured a
franchise for electricity along North avenue, and the B.,
H. & L. Railway had in sight a line north to Lake
Roland. Since, a franchise to build an elevated structure.
On April 30th of the same year, the Jarvis-Conklin
syndicate, of Kansas City, buying the controlling interest,
made S. M. Jarvis, of Kansas City, president. It was
then resolved to pursue the construction of the road to
the lake and make the present beautiful park.
On June 15, 1892, the Pennsylvania Steel Company
was awarded the contract for the elevation over the Bal-
timore & Lehigh Railroad, in all about two miles of ele-
vated, double track.
The power-house at Stony Run is a solid building
122x56 feet in dimension, built of granite. Its founda-
tion extends 22 feet below the surface, and is 6 feet wide
at the base, tapering to 3 feet at the top. The building
is fire proof, except the roof. Two tandem, compound
condensing engines, of 650 horse- power each, made by
the Corliss Engine Company, of Providence, will run
four General Electric multipolar dynamos, with a joint
capacity of 1,200 horse-power. The main crank shafts
of the engines weigh 19 tons, and the fly-wheel, 15 tons
The latter is 20 feet in diameter, and runs at the rate of
70 revolutions per minute, normal. The fly-wheel has a
a 40-inch face.
The elevated portion used 3,500,000 pounds of steel in
its construction, and the trains have roofed stations with
regular stops. The cars are 21 -foot body and are con-
structed for heavy "L" traffic.
Champs Elysee, the beautiful French thoroughfare,
will be modeled and displayed by a Parisian electric com-
pany. The miniature will be brilliantly lighted by small
incandescent lamps, and a number of little automatic
figures will be introduced to add local coloring. The
display will be one of the prettiest in the building.
An alderman, J. M. Kelly, of Rochester, N. Y., has
invented a safety fender,
LOS ANGELES AND PASADENA ELECTRIC.
A PROMINENT Los Angeles promoter has been
in Chicago for some weeks and has just com-
pleted arrangements for an electric railway line
to be built between the city of Los Angeles and Pasa-
dena. This line will take the course of what is known
as the "Mission Road," in order to obtain low grades
and make quick time, and it is anticipated that cars will
make the run within twenty-five minutes. This line will
go through Bacon Ranche upon the grade of the old
Rapid Transit line. Seventy pound rail will be used
throughout. It is expected that this line will also handle
freight as well as passengers, and arrangements will be
made with other existing lines both in Pasadena and Los
Angeles for the concentration of business. The length of
the entire line will be ten miles, double track. Siemens
& Halske long distance transmission will be used with
Westinghouse motors, the line will be equipped through-
out with Pullman vestibule cars. The California Engi-
neering Company, of Chicago, 111-, have obtained the con-
tract for building the power station, which will comprise
improved Greene engines, direct connected armatures of
the Siemens & Halske type, Scotch Compound Tubular
Boilers. The power station will be located near Macy
street, Los Angeles, where condensing water will be
obtained from the river. An elevated structure will span
the flat and river leading from Main street to Mission
Road. It is expected to have this line in complete running
order on or before January ist, 1894.
CONTINUOUS RAILS.
MANY a street railway man has watched with
anxiety the discussion that has been going on
for sometime in regard to continuous rails,
and it is safe to say that many a manager would have
tried the experiment long before this if an electric welder
for such work had been accessible. At last it is an-
nounced that one has been constructed by the Thomson
Electric Welding Company, at Lynn, for the Johnson
Company. In a trial, at Lynn, it successfully welded 8}i
inch girder rail joints, having 25 inches cross section.
The power required was 200 horse-power for the heav-
iest work. The current was taken from a trolley wire
of the Lynn & Boston Railroad, and transformed to the
proper voltage.
ONEIDA'S EARNINGS.
ONEIDA, N. Y., jnakes public the following state-
ment of its street railway operations for the
quarter ending April: Gross earnings from
operation, $1,640.85; operating expenses, exclusive of
taxes, $1,220.71 ; net earnings from operation, $420.14;
income from other sources, $25.00; taxes and rentals,
$166.84; net income, $279.40.
Kansas City roads show a gratifying increase in the
fares.
3ns
(^kcd/J\aiWci)'9^VlW'
CANADIAN NOTES.
MONTREAL'S street railway company has a
rival in the Corriveau -Williams syndicate
heretofore mentioned in the Review. Mr.
Williams was beaten by the city company in the franchise
asked, and under advice of Mr. Corriveau, paid strict at-
tention to the outl3'ing districts and suburbs. This has
been done, and an attempt to get right of way through
Montreal will be made. Mr. Williams is now in New
York perfecting plans for the syndicate. He expects to
interest $1,000,000. Montreal men will also take stock,
and an offer will be made to the city council.
PLEASANT VALLEY'S STREET RAILWAY
BRIDGE.
PITTSBURG people. Pleasant Valley passengers,
patriotic Pennsylvanians, press and public passed,
by representation, over the new bridge of the
Pleasant Valley Traction Company, on March 2, 1893,
signalizing the completion of the new line to Bellevue.
and its connection with the Pleasant Valley main line by
the bridge which this article celebrates.
The inauguration trip was arranged by President D.
F. Henry, and passed off without a marring incident.
Five cars made the first trip, and all were filled with
■'THE TRAVELER EXTENDED OUT I15 FEET, HOISTING MATERIAL FROM THE VALLEY liKLOW.'
The Montreal street railway has received four cars
from the Cobourg factory.
Notre Dame des Neiges has given a 20 years franchise
to the Montreal Street Railway Company. The fare will
be 6 cents for five years and 5 cents thereafter. This is
a victory over the Corriveau -Williams syndicate.
A temporary construction power-house for the Mon-
treal street railway is now being erected at the cost of
$30,000, to supply 1,000 horse-power until the regular
plant is completed.
The Brockton Street Railway Company, of Brockton,
Mass., has ordered a 600-horse-power cross compound
engine from Ball, of Erie. The Quincy & Boston has
also ordered a 350-horse-power tandem.
the prominent street railway men of Pittsburg, including
among others Superintendent W. C. Smith, of the Cen-
tral Traction Company, Superintendent Miller Elliott, of
the Pittsburg & Birmingham Traction Company, R. H.
King, Wm. Roseberg and F. B. Smith, Pleasant Valley
stockholders, Secretary W. H. Graham and Assistant
Superintendent Foster, of the company, and Chief Elec-
trician Rummell, of the Birmingham Traction Company.
The cars were met at various points by bands, and
popular demonstrations of delight, and all the motors
were decorated with streamers of various colors, and
large cards bearing the inscription: "High Bridge &
Bellevue." All along the route mirth reigned, until the
bridge was reached, when everyone looked out 167 feet
below and — thought.
collect J\aiWay"9^yl£w^
30U
Fully 1,500 people cheered the advent of the car into
Bellevue.
The big bridge over Jack's Run, connecting the Wash-
ington & California line of the Pleasant Valley road with
the new Bellevue section, is one of the few large bridges
.built by street railways. It cost $65,000. The bridge
proper is 740 feet long, with approaches of over 800 feet
and the roadway is 167 feet above the valley. The bases
of the principal columns are 60 feet square.
The bridge is 27 feet wide over all, having 17-foot
roadway and two 5-foot walks for people foolish enough
to prefer foot travel.
In our engraving we show the traveler that assisted in
construction, for the steel bridge was built without false
work. The cost of false work would have been about
CHICAGO'S GRAND CENTRAL COMPANY.
SOME solid citizens of Chicago, incorporated as the
Grand Central Railway Company, have recently
proposed the most extensive system of rapid
transit yet devised. The scheme comprehends both ele-
vated and surface lines, city and suburban, in every direc-
tion from the common center, and Chicago's business
area.
The men interested are : William J. Richardson, John
V. Farwell, Robert Meadowcroft, Chas. J. Meadowcroft,
Frank R. Meadowcroft, William Temple, Frank H.
Starkweather, Andrew Petersen and Edmund Knauer,
all of Chicago. Mr. Richardson is a real estate man, the
Meadowcrofts, bankers at 100 Dearborn street, and John
OVEK jack's run, 167 FEET ABOVE THE VALLEY.
one-fourth of the cost of the bridge proper. The reader
will notice by the engraving that the road was built in
midwinter. The traveler represented extended out 115
feet, hoisting iron from the valley below.
The sidewalk is cement laid and the driveway paved
with asphalt. The general public as well as the press
and citizens directly interested, feel the utmost thanks are
due the private corporation that afforded so great a pub-
lic benefit.
The Holy Communion Church, of St. Louis, has
established a reading room for street railway employes
in the church parlors. The church is directly opposite
the Missouri Cable Company power house. Rev. Father
Robert is the originator of this commendable enterprise.
The German official electric exhibit is in charge of
Wilhelm Dohn, secretary of the chief post office of Ger-
many. The postal telephone and telegraph service will
be modeled in full.
V. Farwell is the great Chicago merchant. The capital
stock is fixed at $15,000,000.
The first road to be built will be on the North Side,
and run north and west, with franchises, to city Hmits in
various directions. One line reaches Bowmanville, Niles
Center, Jefferson, Desplaines and Norwood Park to the
south line of Lake county; through the counties of Lake
and McHenry to a point on the boundery of Illinois and
Wisconsin to Lake Geneva, Wis. Another branch, to
Ravenswood, Argyle, Edgewater, Rogers Park, South
Evanston, Evanston, Winnetka, Glencoe, Ravinia, High-
land Park, Lake Forest to Waukegan, thence to the
State line. Another branch, southerly in direction, is to
extend to or near Pullman, to Soutii Chicago, and thence
to the Indiana line. Lines west will take in Cicero, River
Forest, Moreland, Linden Park, Austin, Ridgeland, Oak
Park and other villages.
F. R. Meadowcroft says that elevated roads in the
down town districts, and on the North Side, will extend
and connect with surface roads out in the suburbs.
;n(i
^lxcd/y\ailM^j\eym/
THAT INDIANAPOLIS GAS ACCIDENT.
AVERY singular occurrence took place at Indian-
apolis some weeks ago which, although unlikely
ever to occur again, brings up some points worthy
of consideration and is besides an interesting story in
itself as showing how a long chain of cause and effect
will act to bring about an unexpected result. The acci-
dent has been the cause of many ludicrous statements not
among the lay press, as is generally the case, but among
some of our technical bretheren who ought to have known
better. The accident happened as follows. A leak in
some way occurred between an iron center pole and the
wires carried on it, either from a worn out insulator or a
contact between the pole and feed wire. That this must
have been the cause is manifest from
what happened later. As the iron pole
was set in cement, which is a tolerably
good insulator and would pre\ent a
short circuit between the overhead
known. At any rate the gas caught fire and then, of
course, the street in that vicinity was lighted free of
charge for some time following. That the pipes were
literally melted there is no doubt. Many globules of
melted iron were found around the base of the pole.
That this accident has nothing to do with the ground
return and may be regarded as simplj' a freak of elec-
tricity that will probably never be repeated, will be
evident to every electrician. It was simply a very
peculiar result of what is technicall}' termed a "ground"
between the iron pole and the overhead line. The most
striking thing about the accident was that such a
"ground" should occur without sooner throwing open the
circuit breaker at the station. The question of perma-
nent interest brought up by this incident is as to whether
it is advisable to provide means for
thoroughly grounding iron poles when
set in the non-conductor cement.
When a leak occurs between the
overhead wires and poles so set it is
evident that the difference of poten-
tial between the pole and the earth
will be nearl}' that of the trolley line.
To avoid this and the consequent ac-
cidents liable to occur, it has been sug-
■ im* i!*'.'''' " '' "
'HEAT ENOUGH WAS GENERATED TO MELT HOLES IN THE MAIN AND IN THE POLE."
lines and the ground, nothing extraordinary would have
occurred had it not been that there was a slight contact
between the base of the pole and an abandoned cast iron
gas main. This allowed the current to leak from the
pole to the gas main and in so doing (as the contact was
poor) heat enough was generated to melt holes both in
the main and in the pole. About three hundred feet
away the old gas main crossed a natural gas pipe and as
this natural gas pipe afforded an exceedingly easy path
back to the power station the current took to it, and in
so doing melted the pipes at the point of crossing. As
soon as the natural gas pipe was punctured the gas
escaped into the old artificial gas main and from there
escaped to the air by means of the hollow center pole.
On reaching the air it was ignited whether by a spark
between the overhead lines and the pole or the heat of
the melted metal at the base of the pole will never be
gested that the pole be connected directly to the rails.
If this was done, the breaking down of an insulator
would make a short circuit through the pole and the
circuit breaker would immediately act. This plan would
have the disadvantage that the value of the cement as
an insulator would be lost. As to the better method of
the two there is room for discussion.
The Youngstown O., Street Railway, are installing a
third engine, giving them a total of 750-horse-power, and
are constructing an extension of three and one-half miles.
Eight new motor cars are on the way. ^
"Is THERE anything the matter with your little boy,"
asked the inquisitive old lady of the young woman with a
sleeping haby, on the street car. "Oh, no," was the
reply, "it's simply a case of kidnapping."
(^^ticct J\aiUv&j^ j^yicv\^
311
PRATT PORTABLE REGISTER.
IN the illustration below is shown the improved Pratt
Portable Register as manufactured by the Interna-
tional Register Company, 302 Dearborn street, Chi-
cago. The various improvements recentlj' made in this
machine give it a place of high honor among portable
registers. The details of the mechanism have been so
perfected as to be practically indestructible and thor-
oughly reliable. One of the many merits of this machine
is its lightness and compactness, the whole weighing but
PKATT POKIAKLE REtilSTKR.
eighteen ounces; making it very convenient for conduc-
tors to carry during the hot summer months.
That the register is a strictly first class and reliable
device is demonstrated by the large number of street rail-
way companies that have adopted it. While on the
market but a comparatively short time there are now
over fifty roads using the machine; among them the
West Chicago Street Railroad Company which has pur-
chased 200 machines outright. The machines are sold
outright or leased on royalty.
TiiK Alley L is experimenting with a high picket
fence for platform protection. People still persist in
crossing the tracks.
THE GENETT FACTORY.
THE accompanying illustration is a view taken from
the machine room of the Genett Air Brake Com-
pany, in this city. This factory was started less
than ten months ago to manufacture a limited quantity of
air brakes for street railway service, but the phenom-
enal success of their work has compelled the manage-
ment to enlarge the plant, which is being done as fast as
possible. The present capacity is taxed to the utmost,
the entire floor space being covered with brakes and
material in course of manufacture, in order to fill the
orders they have taken. Additional room has been
engaged and new machinery has been ordered from the
east; large orders for material have been placed and
when the factorj- is completed to its fullest capacity it will
be capable of turning out 400 brakes per month and give
SCENE IN GENETT FACTORY.
employment to 150 men. A large force of tool makers
are constantly employed on ingenious devices and tools
necessary to render the different parts of their product
interchangeable and to facilitate its manufacture. In the
manufacture of air brakes a high degree of mechanical skill
is required, in order to render the work perfectly air
tight, and work must be finished to the thousandth part
of an inch. It is the constant aim of the company to keep
up the high standard they have established, and furnish
only reliable, well made and efficient brakes, each one of
them being carefully tested by competent experts on a
special designed testing machine before leaving their
works. The company having purchased all the patents
of Genett, Moore & Rothschild, they are sole owners
and control these valuable improvements in air brakes
as applied to street railway cars.
The business of the company is in charge of M. L.
Rothschild, general manager; W. R. McDonald, super-
intendent, and Jas. A. Moore, master mechanic. The
New York office is at 33 Wall street, in charge of I.
Neuberger.
313
^ticctj\aiWa^j^ym/
RAILWAY "RETURN CIRCUITS."
BY J. F. E.
THE differences of opinion that exist, both in theory
and practice, regarding the most efficient manner
of providing for electric railways a so-called
"return circuit," it would seem, are due in the majority
of cases either to a too literal acceptation of the term
"return circuit," or in not giving proper attention to the
provision of a "return circuit" which shall operate con-
sistently with the generally accepted theory and absolute
laws, regarding electricity in general and relative poten-
tial in particular.
In order to gain a clear conception of the function of
the "return circuit" of an electric railway; that its funda-
mental purpose is not to actually return the current to
the generator, from which it emanated, after it has passed
through the motors; but rather that it shall constitute an
easy path, of little resistance, for the current to merely
return again to the earth, its natural reservoir, and from
which reservoir the generator draws electricity in varying
quantities, as demanded by the motors it has to supply,
the following may conduce to a clearer conception.
Current constantly seeks to establish an electrical
equilibrium between connected bodies which are at
different electrical potentials.
This electrical equilibrium is established by electricity
flowing from the body of higher electrical potential to that
of the lower potential, until the potential of both bodies is
the same.
The earth, as in fact all other bodies in the universe,
contains at a definite potential a static charge of elec-
tricity, which is practically infinite in quantity.
Bearing, then, the above in mind, it is obvious if a body
is at a higher potential than the earth, and connected
thereto, a flow of electricity will take place from that
body to the earth; and conversely, if a body is at a lower
potential than the earth, and similarly connected, then
electricity will flow from the earth to that body, in each
case until electrical equilibrium is established.
The armature of a railway generator, the negative pole
of which is grounded, and the positive pole connected to
the trolley wire, in operation, creates exactly these same
relative differences of potentials, between its positive and
negative poles and the earth; or in other words, the posi-
tive pole is at a higher potential than the earth, and cur-
rent will flow from this pole to the earth, connection
being made; the negative pole, being at a lower potential
than the earth, current will likewise flow from the earth
to the negative pole, alwaj's seeking to establish an equili-
brium. But this is never obtained, for the rotating arma-
ture constantly keeps a difference of potential between
these three bodies. Thus, current constantly flows from the
earth to the negative pole of the generator and from the
positive pole, along the connected trolley wire, through
the motors, back again to its natural reservoir, the earth.
To assume that all, and the same, current, which flows
from the positive pole of a railway generator, flows
directly back, through the earth, rails or "return" wires,
which are in contact with the earth, until it finally reaches
its original source of energy, is unreasonable and falla-
cious, for if this assumption were true, the law that elec-
tricity o)ily flows under a difference of potential and
ahvavs flows where there is that difference, would be
nullified.
To make use of a simile, it would be just as reasonable
to assume that a pump, the suction of which was in a
lake of water, five miles distant from the end of the dis-
charge pipe, which discharged into the lake again, that
the same water thus discharged, found its way through
the water of the lake, back again to the suction pipe of
the pump; that in fact, there would be an isolated current
of water, flowing through the water of the lake in a
straight line between the discharge and suction of the
pump.
Having then before us the true functions of the "return
circuit," manifestly its efficiency depends upon the facility
with which current can flow, from the earth to the gener-
ator, and from the car motor to the earth again; thus a
theoretically perfect " return circuit " would consist in
having each car in operation continuously connected by
means of a conductor of infinite cross section to the earth,
as well as having the ground connections of the generator
in the station connected in the same manner.
Moist earth has a resistance very much less than dry
or frozen earth. It is, most assuredly, not without some
resistance, however, and as the resistance of any con-
ductor varies inversely as its cross section, if it is consid-
ered that the moist earth, in contact with the car motor,
or connections thereto, serves as a conductor for the cur-
rent to establish an equilibrium between an infinite num-
ber of points, the magnitude of the cross section of which
depends upon the area in actual contact with the nega-
tive pole of the car motor, or the connections therewith;
obviously, the larger this area in actual contact with the
earth, the less resistance it will offer to the flow of elec-
tricity, and the more efficiently will it perform its office.
Therefore, in order to construct a practical "return cir-
cuit" that is in accordance with the electrical laws bear-
ing upon this subject, and which shall combine maximum
economy in operation with minimum initial investment,
the following plan, which is in the line of constructing a
theoretically perfect "return circuit," as stated above, is
advocated.
To an iron or copper plate, presenting a large super-
ficial area, buried deep in the moist earth, connect, by
means of heavy conductors, one pole of the generator;
and as the rails of the line of the road, in the aggregate
present in themselves a large area in contact with the
earth, it is well to supplement the dynamo ground plate,
and to make use of these rails by running branch con-
ductors to the track.
Provide a thorough and perfect system of track
(^Wctli\aiWci^j^Vlc^
313
grounds throughout the entire length of the line in this
manner; cross bond both rails, if a single track, and all
four rails if double, with a copper wire, not smaller than
No. o, B. & S. ; make connection with this bond by
means of the same size wire to a plate, or any other con-
ductor which will serve the same purpose, an old car
wheel, for example, sunk well beneath the frost line and
in moist earth. If circumstances will admit placing these
track grounds at every rail, so much the better; in any
event, they should not be further apart than five hundred
feet, in which case particular attention should be given to
the rail cross bonding; the latter should be placed at least
ever}' fifth rail, and care should be taken to make the
joints as perfect and durable as possible.
The fact is that a wire buried in the ground, of the size
commonly used for a continuous "copper return," pres-
ents, even in the aggregate, comparatively very little area
in contact with the earth. If the method of providing
efficient track grounds is consistently carried out, the
uselessness and unnecessary expense of this '-copper
return" cannot but be apparent.
If the true function of a "return circuit" is clearly-
comprehended, that its ethciency within practical and com-
mercial considerations is not dependent upon actually
returning the current after it has passed through the
motors back again to the generating station; but rather
upon the facility with which it can be conducted from the
motors to the earth and from the earth to the gener-
ators; if this is appreciated, the unnecessarily great
expense and superfluous initial investment of erecting a
copper return in the air, whether it be of a size more
or less than the distributing feeders, cannot but be
apparent also.
In an interesting article bearing upon this subject,
recently published in the Electrical Engineer, in which the
results of actual tests for the resistances of railway
return circuits, are given, the author concludes, in com-
paring the relative resistance between return circuits,
(one made b)' plain track bonding, and another by track
bonding with supplemental copper return) by saying,
"that the use of a continuous wire with each rail in addi-
tion to bonds, commonly recommended as best construc-
tion, is not only much more expensive, but considerably
less efficient than thorough bonding alone."
ONE ON SOLOMON.
Solomon said it, or lie ought to liave said,
At least the idea should have entered his head,
If his mind so much could comprehend,
"To the making of railways there is no end."
The space in the Electricity building assigned to the
Detroit Electrical Works has been given to the Westing-
house Electric Company. The Westinghouse will thus
be able to make a much more creditable e.xhibit.
County commissioners count out J. F. Wilson, et al.,
who wanted a street railway between Warren and Niles,
O. The much talked Trumbull road has also been
knocked out.
CHICAGO CITY'S ELECTRIC PLANT.
BEFORE May breezes cease, the Chicago City
Railway will have in operation a part of the
electrical cross-town line equipment. The Sixty-
first street line is now ready for the Maj' moving. The
Sixty-first street line is about one mile long, the Forty-
seventh street line two miles and two miles on Thirtj^-
fifth street, all double track.
The power house, fronting on Wabash avenue and
lying between Fifty-second and Fifty-third streets, has
already one unit installed. This consists of a pair of
Wheelock engines, improved pattern, with an i8-foot fly
wheel weighing SiOOO pounds. The horse-power devel-
oped is 1,400, at 100 revolutions per minute and 100
pounds boiler pressure. The cylinders are 24-inch by
48-inch stroke.
ONE RCPE DRIVE UNIT — CHICAGO CITV RAILWAY.
Each fly wheel has a 39-inch face, but is grooved for
21 wraps oii% inch imported rope for the rope drive, a
departure in dynamo work which will be watched with
great interest. The plan of the drive is a combination of
the Dodge, Hitzeroth, Williams, McDonald and Hoadley
patents and known as the compound wind.
The driven pulley is of 72-inch diameter at 300 r. p.
m., grooved for 32 wraps and driving in turn the two 700-
horse-power Westinghouse generators so well shown.
The compound multiple winder is 72 inches in diameter,
grooved for 11 wraps and is seen directly behind the
dynamos. Overhead the S4-inch carriage tightener may
be seen. The plant will attract great attention from visit-
ing street railway men and reflects much credit on the
California Engineering Company's power plant and the
Westinghouse electrical equipment. A fine switch board
is placed immediately above the east door of the building.
The Sioux City Rapid Transit Company, the elevated
road, has gone into the hands of a receiver. A. M. Jack-
son, of Sioux City, was so appointed by Judge Gaynor
under $10,000 bonds. The King Bridge Company, of
Columbus, O., is principal creditor of the $250,000 under
contract.
314
(^tiktlF(ailM^5^ylcw^
ALL STEEL RUNNING BOARD FOR CARS.
THE Stanwood Manufacturing Company, Chicago,
have just brought out a very handsome and desir-
able substitute for the old time wooden running
or foot board for open cars. Every manager knows the
tendency of the old board step to splinter, with the conse-
quent danger to lady passengers, while in wet weather it
soon becomes covered with mud and often so slippery as
to be a constant source of danger. This new Stanwood
step contains no wood, being made entirely of rolled or
pressed steel, of which latter material the end hangers are
made. The step is a perfect self cleaner and prevents
mud from being carried into the car.
The surface of the tread is slightly raised above the
front frame, while the first row of the crimp strips is
slightly beveled, producing a non-slipping edge. Step
brackets are furnished with each step and the work of
attaching to a car is very slight and simple. Openings
for the wheel boxes can be made at any place desired and
conform to anv requirements as to distance from hang-
ers. The step is many times stronger than wood; is
practically indestructible and in point of appearance is a
INDIANAPOLIS HISTORY.
IN speaking of the recent street railway complica-
tions at Indianapolis a short search into the history
of the Citizens' line shows that the first street rail-
way was established in 1864. This was on Illinois street
and built b}- William H. English, who sold out shortly
afterward to Messrs. Johnson & Dupont. These gentle-
men operated the line eleven years and sold it five years
ago to the Chicago syndicate represented by J. C. Shaffer.
Under Mr. Shaffer's management the change to electrics
was made and some fifty miles of track laid. Th^ system
now embraces 15 separate lines covering So miles of track
and employing nearly 1,000 men.
The present troubles are not considered serious by Mr.
Mason, the president incumbent.
The legal war between the General Electric and the
Westinghouse companies is becoming more personal and
interesting. Meanwhile the electrical fraternity look on
and try to gues what the next development will be. The
probabilities are that the real issue is ver}- different from
those points on which the fight is apparently being made.
stanwood's all steel running board for open cars.
positive addition to any car. Visitors to the World's Fair
will find these steps on the open car exhibited in the
Transportation annex, by the Lamokin Car Company,
and managers who make a trial of these steps will be
almost certain to follow the same course which has
marked the use of the Stanwood platform step — once
used, will have no other.
PHILADELPHIA CHANGES.
THE resignation of Robert N. Carson from the
presidency of the People's Passenger Railway
Company has caused some surprise in traction
circles. Mr. Carson is succeeded by Henry C. Moore,
who is president also of the Omnibus Company General,
but will resign the latter post. Mr. Carson has been for
a number of years a director and one of the principal
stockholders in the Passenger Railway Compan}', and
has held the presidencj' since April 15, 1892, succeeding
H. A. Stevenson. Mr. Moore is a native Philadelphian
and 41 years of age. He has been vice-president of the
Newark, N. J., Passenger Railway Company as repre-
sentative of the Philadelphia Syndicate, and for two years
president of the Omnibus Company General.
Vice - President H. C. Payne, of Milwaukee, is
constantly perfecting his plans for the entertainment and
success of the next convention. He authorizes us to
state that special facilities will be offered car builders to
exhibit their cars in actual operation, and such will be
kept in constant service between the leading hotels and
the Exposition building. They are to be used exclusively
for the guests of the Association, and will afford a splen-
did opportunity for display. Another interesting feature
will be a visit of inspection to the magnificent works of
the AUis Engine Company, and Manager Reynolds inti-
mates that on that occasion the neighbors are not unlikely
to send in a little something good to eat.
The Fulton Foundry, Cleveland, have every reason
to be proud of the testimonials furnished by roads which
have used their trucks. A single truck which will cany
a 32-foot car at high speed and without oscillation will
certainly do the same with smaller bodies. S. M. Car-
penter, who is at the head of the Fulton Foundry Com-
pany, is a veteran in the manufacture of street railway
supplies, and the output is the result of study and experi-
ence instead of theory only, and the ends arrived at
prove both theory and practice.
^ticct J^aUvv'fi r l(\eVic\/
.•515
American Street Railway Association.
D. F. L0SG8TBEET. Pbesident, Denver. Col.
DR. A. EVERETT, Fiest 7ici-Pbk8ident. Cleveland, O.
JOEL HURT, Second Viok-Peesident, Atlanta, Ga.
W. WORTH BEAN, Thied Vice-Pbesident, St. Josepli. Mich.
WM. J. RICHARDSON, Secbetaet a.xd TsEASrEEB, Brooklyn. N. Y.
Eieotjtite Committek— The Peesident, VioePbesidents, and John n.
HoLSIES, Pittsbnrff, Pa ; J. D. Cbimmins, New York City; Thos. Minary. Lonie.
ville, Kv.; Jas. R- t'HAPMAN, Grand Rapids. Mich., and Benj. E. Charlton-
Hamilton. Ont.
Next meeting, Exposition Building. Milwaukee, third Wednesday in October.
Massachusetts Street Railway Association.
President. Chables B. PeaTT, Salem; Vice-presidents, H. M. Whitney. Boston,
Amos F. Breed, Lynn, Feank S. Stevens; Secretary and Treasurer, J H. Eaton,
Lawrence.
Ueets first Wednesday of each mon' Ii
Ohio State Tramway Association.
Pr^sident.A. E. Lano, Toledo; Vice-president, W. J. Kelly, Columbus; Secretary
and Treasurer, J. B. H.\NNA, Cleveland; Chairman Executive Committee, W. A.
Lynch, Canton, O.
Meets at Cincinnati on the fourth Wednesday in September, 1893.
The Street Railway Association of the State of
New Jersey.
President, John H. Bonn, Hoboken; Vice-president, Thos. C. Barr, Newark,
Secretary and Treasurer, Chables Y. Bamford. Trenton; Executive Committee,
Officees and C. B- Thcbston, Jersey City; H. Romaine, Paterson; Lewis Per-
EINE, Jb., Trenton.
The Street Railway Association of the State of
New York.
C. DENSMORE WYMAN. President. New York.
D. B. H.\8BR0UCK. First Vice-pbeside.nt, New York.
J.AS. A. POWERS. Second Vice-president. Glen Falls.
W. J. RICHARDSON, Secretary and Treasurer, Brooklyn.
Executive CoidnTTEE.—D. F. Lewis. Brooklyn; John N. Becklev, Rochester.
J. W. McNamaba, Albany.
The next meeting will be held at Rochester, September 19, 1893.
Pennsylvania Street Railway Association.
JOHN A. COYLE. President. Lancaster.
JOHN G. HOLMES. Vice president. Pittsburg.
H. R. RHODES, Second Vice-president, Williameport.
L. B. BEIF8NEIDER, Secretary, Altoona.
WM. H. LANI0N8, Teeascree. York.
Next meeting, Harrisburg, September 6, 1893.
Alabama.
Mobile, Ala. — Wm. Agar and F. G. Gasquet, of New Orleans, sign
the reoiganization papers of the Mobile Street Railway Company.
Arkansas.
Hot Springs, Ark. — Ed Hogabooin and J. B. Jones have gained
their contract with cilv for street railway.
Little Rock, Ark — Court places the strcel railway into the hands
of S. W. Fordyce, of St. Louis. This is a rictory for H G. Allis.
California.
Los Angeles, Cal. — Electric Consolidated asks franchise on certain
streets. Referred.
L), K. Trask, receiver of Pacific Railwav, asks extensions on certain
streets. Referred.
Oakland, Cal. — The Twenty-third Avenue Railway obtains the
Meek franchise by assignment. The Twenty-third street line is sub-
sidiary to the Hay wards line.
Oakland, Cal.— The Alameda, Oakland & Piedmond Railway puts
up $5,000 forfeit for faithful performance. The Highland Park & Fruit-
vale does (he same.
Oakland, Cal. — I). L. Smoot, J. M. Stone, A. Hemme and Vincent
Young are about to build a road into Contra Costa County.
Oakland, Cal. — The Haywardi line has made its survey and begui^
track laying to San Lorenzo.
Oakland, Cal. — It is reported that F. M. .Smith has acquired the
Oakland Consolidated, as prophesied by the Street Railway Review.
Pasadena, Cal — Captain John Cross, of Los Angeles, applies for
street railway rights from Pas;idena to Los Angeles. Two other appli-
cants for franchise.
San Francisco, Cal. — The Thomson-Houston file replevin suit to
recover possession of electrical equipment of the San Francisco & San
Mateo Electric Line.
San Francisco, Cal — San Francisco and San Mateo is in a stock-
holders' war; will be probably settled by a sale to eastern parties. Some
say to the Union Trust Company.
San Francisco, Cal. — The San Francisco tS; San Mateo bring suit
against the Thomson-Houston and S. S. Electric to enjoin removal of
machinery from power house.
San Jose, Cal. — Work has begun on the University line from May-
field to Palo .\lto. J. M. Loucks and C. F. Ilayne hold the franchise.
Yuma, Cal. — W. H Carlson, of San Diego, and D C. Reed, Yuma ,
president of the San Diego, Yuma & Phoenix Electric Railwav Com-
pany, held enthusiastic mass meeting. Prospects good for line.
Canada
Hamilton, Ont. — Hamilton Street Railway is allowed extensions to
South Side.
Montreal, Can. — Montreal Street Railway moves offices to 20 St,
James Street.
Ottawa, Can — The street railway people gain the franchise on
Sparks street, known as the front route.
Waterloo, Ont.— Engineers finish survey of the Gait & Preston
Street Railway. Meeting; of stockholders May 11. T. M. Burt,
Waterloo; Thos. Todd, Gait; R. G. Cox, St. Catherines directors.
Chicago.
Chicago. — The Englewood & Chicago ordinance has passed the
council by unanimous vote.
The North Side Elevated ordinance was introduced by Alderman
Muelhofer.
Chicago — South Chicago City Railway elects D. F. Cameron presi-
dent and O. S. Gaither secretary and treasurer and D. M Cummings
new director.
Chicago — The California Engineering Company, Monon Building,
of this citv, asks bids for boilers for a 900-horse-power street railway
plant at New Haven, Conn.
Chicago. — P. H, O'Hara Air Brake Company organized at $100,000,
bv Jas. Wood, P. L. Randall and H C Pooley.
Chicago, — Chicago Midland franchise passes council. Electric ele.
r :ted
Chicago, III. — Tlie Lake Street "L" incre.ises capital stock from
$5,000,000 to $10,000,000 and mortgages the property for $6,500,000.
Chicago — Mayor signs the Jefferson Street Railway franchise ordi-
nance. A. II. Hill and Henry Wulffare bondsmen in $25,000.
Chicago —Organized: Chicago Electric Transit Company, Chicago;
capital stock, ^1,500,000; John Cassclman, Henry WullV and Alonzo H.
Hill.
Grand Central Railway Company organized by Wm. J. Richardson,
John V. Farwell, Robert Meadowcroft, Chas. J. and F. R. Meadowcroft,
Wm. Temple, et al, at 115000,000. Proposes long lines on North Side
Elevated and surface, running out to Wisconsin towns, Illinois suburbs
north and south. The road is said to be bona fide and independent ani(
(he men involved are all reliable business men,
:n(;
(^{njijd'Jr^mxWjajfJ^^^
Colorado.
Denver, Col.— It is reported that Jas. H. Brown, altorney for the
Tramway's, has succeeded in selling control of these lines to an eastern
syndicate.
Denver, Col— H. T. Mavham is in the East to place Westminster
University Electric bonds.
Littleton, Col— R. Bjrcherdt. J. E McHale, et al, are raising
bonus for street railway.
Connecticut.
New Haven, Conn.— President Corey, of the State street road, says
that he will equip with electricilx.
Delaware.
Dover, Del.— The Delaware Senate passed the Brandywine
Sprin-js Electric Railway bill in mullilated shape. Two other electric
bills struck snags.
Wilmington, Del. — Wihnington & New Castle Electric elect presi-
dent. Dr. Howard Ogle; vice-president, James B. Toman; secretary and
treasurer, Harry H. Billany ; solicitor, Peter L. Cooper. The stock-
holders' meeting will be held July i. Subscription books will be opened
in a few days.
Wilmington, Del. — Dr. Howard Ogle is chief promoter of the New-
Castle road which will be built soon.
Florida.
Tallahasse, Fla— Council grants electric street railway rights to
the company.
Georgia.
Atlanta, Ga — .\tlanta Consolidated applies for new streets and for
electric rights on old routes, also c\li.-nsions.
Macon, Ga.— E. II Hamlin, Chattanooga, asked to survey for a
150,000 bridge in First street.
Idaho.
Ogden, Utah. — W. A. Paxton, of Omaha, is said to be the capitalist
backing the Power Dam Comp.nny.
Salmon City, Idaho. — The Salmon Ciiy Electric Light & Water
Company is organized by E. C. Johnson, president; W. F. Boxwell, Jr.,
Ed. Mungle and J. Egan ; stocked at $^o.ooo
Illinois.
Aurora, III. — The Aurora Street Railway Company has decided lo
build a line to Batavia, seven miles. Will extend to Geneva.
Decatlr, III. — The Street Railway Company has decided on
improvements and extensions that will cost $2,000 — wire, switchboard,
etc.
Elgin, III — Elgin, Fox River & Aurora Street Railway now a sure
thin". All right of way secured and work will begin soon.
Peoria, III.— The P.oria Heights Street Railway has been granted its
franchise; Geo. C. Murray, T. J. Wasson, R J Cooney et al., commit-
tee of the council.
Si'RINGFIf.ld, III —The new syndicate has bought the People's Elec-
tric Railway. They now control all lines in the city.
Walkegan, 111. — The South Waukegan Electric Railway Company,
Shields Township; capital stock, $100,000; incorporators, Franklin W.
Ganse, Chicago, Calvin 1-ickey and Bryant Y. Craig.
Waukegan, III. — C. A. Newcomb, a wealthy Detroit man, and
other real estate owners decide on a $ioo,coo electric to South Side fac-
tories.
\
Winchester, III. — W. & S. Hjnsfurther, W. Neal, et al, organize
electric company at $1.4,000.
Indiana.
Brazil, I.nd. — Robt. J. Smith, of Terre Haute, has been again
knocked out of court, leaving the llcid to Van Ginkle, et al.
Indianapolis, Ind. — Indianapolis-Martinsville Electric Railway
incorporated at $50,000. by Benjamin C. Stevenson, Oscar Matthews,
James Stevenson, James C Dervore, Henry A. Smock, John Hardwick,
and E. F. Branch. James Stevenson, Martinsville, is president, and
Elliott F. Branch, secretary. President Stevenson states that $1,500,000
will be expended in building and equipping the road.
I.vdianai'OLIs.Tnd. — The Citizens Railway Company aimounces that
all existing horse lines will be changed to electric as soon as possible.
Indianapolis, Ind. — ^Judge B. K. Elliott submitted the successful bid
for the new franchise, giving 10 per cent gross for five years, 12 for the
next Hre years, and i^}4 P^r cent for the remaining fifteen years of the
franchise. The Citizens' Company will probably litigate the matter.
Indianapolis, Ind. — It is reported that R. T. McDonald, Ft.
Wavne, has acquired of Verner & McKee the controlling interest in
the Citizens' Street Railway plant. It is said that $4000,000 of bonds
will be issued and the entire road and branches and extensions elec-
trically equipped.
Indianapolis, Ind. — R. T. McDonald withdraws from the fight of
the Broad Ripple franchise.
La Fayette. Ind. — T. Levering Jones and D. Beeber, of Philadel-
phia, buy land for new power house 128x126 feet. Engine bought
Hamilton -Corliss.
Martinsville, Ind. — Martinsville Street Railway Company incor-
porated by Henry A. Smock, Harry Dryden, Elliott F. Branch, Minor
G. Branch'Matthews and Robert H. Branch. It iias a capital stock of
$25,000, and purpose operating an electric line in the town of Marlins,
ville. The incorporators are also stockholders in the Martinsville &
Indianapolis Electric Railway, which is now being constructed.
Martinsville, Ind. — H. A. Smock, Oscar Mattliews, and E. F
Branch are directors of the new line to Indianapolis. Survey is begun
bv County Surveyor Goss.
Michigan City, Ind. — Lake Cities Railway Company will probably
put in a new line on Michigan street.
Shelhvvillk, Ind.— John J. Vance, of New York City, attorney for
contracts, closed contracts for the Shelby ville line before August. Judge
Hord, president; Edward Major, secretary, and W. Scott Ray, tieasurer.
Terrk Haute, Ind. — The Street Railway is reported sold to eastern
syndicate under Russel Harrison. The new companv will extend ten
miles immediately.
Iowa.
Bloomfield, Ia. — Christian Winter, of Oskaloosa, la, is here in the
interests of a street railway scheme. He asks $2000 bonus from the
citizens and will put in a horse line. Winter is about the only man in
the business in this very tempting section of the countrv.
Boone, Ia. — Boone Electric Railway & Light Companv is about to
issue $45,000 six per cent mortg.age bonds to build and equip light plant
and railway. Solid men of Boone have subscribed Hberallv. President
L W. Reynolds; secretary, J L Stevens; treasurer, C. E. Rice.
Council Bluffs, Ia. — Suit now begun to annul franchise of the
Omaha & Council Bluffs Railway & Bridge Company.
Dubuque, Ia. — The Dubuque Light & Traction Company, successors
to the Dubuque Light & Power Company, files incorporation papers;
capital, $600,000.
Sioux City, Ia.— Judge Gaynor appoints A. M. Jackson, Sioux City,
receiver for the Sioux City Rapid Transit Company under $io,oco
bonds. Company's indebtedness is $256,000, held mainly by the King
Bridge Company, Columbus, O.
(^icctli\ailvvav9\evlcv/
sn
Kansas.
Kansas City, Kas. — Fred Hutchings, secretary and attorney West
Side Ekctric, sails for Europe to place $500,000 in bonds
has been presented asking wide grants of streets.
Ordinance
Leavenworth, Kas,— Tlie II L. Enrle and the Putnam interests
have been consolidated. Col. Turner is president of the road, Mr
Putnam, manager.
Newtox, Kas— Until May 4, II II
receive bids for electric lighting of city.
.\Ic Adams, city clerk
Kentucky.
Louisville, Kv.— J. F. Gebhart, president of the Highland Electric-
Railway Company, has resigned. Phil HellVich is powermaster and
Geo. Tuley roadmaster.
Louisville, Ky.— Power house of Jlie Louisville Power Company
totally destroyed by fire; los=, $joo,ooo.
Louisiana.
MoxROE, La.— The council grants electric rights to Messrs
Bright McLain, Hudson and Knight.
Hawkes
New Orleaxs, La. — Judah Hnrt franchise was sold provisionally by
Comptroller Kennedy to the N. O. Traction Company by M. J. Hart,
yt Charles street road files protest.
Hon. J. Hernandez, president of the Carrollton road, is dead.
Maryland.
Baltimore, Md — Geo. Yakel luas been chosen president of the
Washington-Baltimore Boulevard Electric. H. J. Berkeley, secretary.
Baltimore, Md — To cover purchase of new lines and extensions of
old ones, the Baltimore Traction Company has increased its stock to
$10,000,000, double its previous capital. Large interurban extensions
are to be made.
MiDDLETOWN, Md — E. L. Miller states that northern capitalists are
ready to furnish three-fourths the capital for the Middletown-Frederick
Electric, and subscriptions will be taken locally for the ba'ance.
Massachusetts.
Boston, M \ss.— The State Street Railway Committee grants Milton
Ellsworth, et al , right to incorporate as the Essex County .S'.reet Rail-
way Company and build a road through Newburg, Ipswich and Rowley
The Boston & Lynn Railway granted rights to extend.
Brockton, Mass. — K. W. Mansfield has been appointed superinten-
dent of the East Side Division.
Fall River, Mass — The people arc anxious for extensions of ser-
vice here, which will probably be granted by the company.
Lowell, Mass.— The Haverhill and Groveland and Merimac Valley
roads pass to the Lowell, Lawrence & Haverhill Company. Extensions
will be made in several roads and streets.
Marlboro, Mass. — Marlboro Street Railway will build extensions
new power and car houses and buy cars. President E. R. Alley, S. H
Howe and J T. Murphy, committee.
New Bedford, Mass. — Union Street Railway secures franciiise in
Kcmpton street.
Nitw Bedford, Mass. — The Dartmouth & West Port Railway elects ■
F. W. Brightman, Fall River, president; A. P. Smith, of New Bedford^
vice; executive committee, Smith, Brightman, and R. S. (joff. Fall
River, who will buy supplies. Order to be placed for eight cars; poles
bought.
NoRTiiAMi-TON, MASS.— John Olmsted, A. E. Smith and N. L>. Win-
ter, of Springfield, have bought a lar^e interest in the Northampton
Street Railway. The Northampton road will change to electric imme-
diately.
WuoNsocKET, Mass.— Street Railway Company elects James P. Ray,
Woonsocket, president; Willard Kent, secretary; Walter Whittlesey,
Boston, treasurer; J. M Klingelsmith, Chelsea, general manager.
Worcester, Mass.— The State Central Electric Railway granted
extended rights in city, but with many crippling restrictions.
Michigan.
B\v City, Mich. — President McKinley, of the Consolidated, says
that the street railway will be extended to Wenona, seven miles.
Detroit, Mich.- A net bridge will be built over Conner's Creek.
Supervisor Schattler. The street railway along the Gratiot road is
assured.
Detroit, Mich — S. Hendric, J R. McLaughlin, E. J. Owen, et al ,
are prepared to push the Detroit, Rouge River & Dearborn Railway to
completion. Six miles to be built this year.
Minnesota.
Minneapolis, Minn — T. B. Walker, of the Minneapolis Land &
Investment Company, is head of the company to operate and build two
lines to Lake Minnetonka. This line is stated to be independent of the
Minneapolis Street Railway Company.
Winona, Minn — Winona General Electric places ^400,000 mortgage
on its property in favor of the Old Colony Trust Company.
Missouri.
Frostburg, Mo — J J. Bell and Col. G. A. Pearre appeared for the
Electric and gain franchise from city; road to be completed by January
1st, 1S95.
JoPLiN, Mo. — The Southwest Missouri Electric Railway Company,
connecting Cartersville and Webb City with this place, will extend its
lines to Carthage, Baxter Springs, and Kansas City. Road to be forty
miles total.
Kansas City, Mo. — Central Tr.imway Company chartered as a
branch of the Elevated. Will build loop down town. Robt. Gillham,
S. L. Conklin, W. D McCloud, O H Dean and David D. Hogg, incor-
porators.
Kansas City, Mo — Organized: Lewellyn Heights Lind & Improve-
ment Company, Kansas City, by C. V. Morrill, D. L. Haskell, Geo. S.
Graham, et al.
Louisiana, Mo. — ]■ O. Broadhcad, Charles S. Broadhead, of St.
Louis, et al., incorporate a gravel road to be leased to St Louis parties
for an electric line road bed.
Palmyra, Mo. — Citizens meet and talk electric road from Hannibal
to Palmyra. Fund has been raised for preliminary survey.
Richmond, Mo. — Richmond Elec'ric Light Company incorporated
al $iS,ooo, by T. N. Lavelock, Robt. Hughes. John Gibson, et al.
St. Joseph, Mo. — It is said that Wcstinghouse, Church, Kerr & Com-
pany, Chicago, are bidders for the St. Joseph road, to be sold May 16.
St Joseph, Mo — Wm. Harrison, of New York City, is the head o
a $1,700,000 company organized to buy the St. Joseph system, which
will he sold at trustee's sale May 16. Good property and prospects.
St Louis, Mo.— The Manchester Road Electric Railway accepts its
ordinance.
St. Louis, Mo.— Power house fire damaged Citizens' Cable plant
$ 1 ,000.
Mississippi.
VicKSBURG, Miss. — A consolidation of the Vicksburg Street Railway
& Hill City Electric Company will probably be consummated in the
next two weeks. ^
VicKSUURG, Miss. — Electric Lighting .V Transit Company files mort-
gage in favor of Farmers' Loan & Trust Company, of New York, to
secure issue of $200,000 bonds.
318
(^ ticfit J\atWtijll\cA/(W'
ViCKSBURG, Miss — The Vicksburg Street Railway Company and the
Hill City Electric Light companies consolidated. This means an elec-
tric railway.
Nebraska.
LixcoLN, Neb — S. E. Hostetter, Sioux City, is elected president of
the Street Railway Company. Geo. K. Brown, of Lincoln, will be
general manager. Improvements will be made.
Om.\ha, Neb. — J. E. Markel, secretary of the Metropolitan, asks for
lines into South Omaha. The company has determined to extend its
N street line to Albright.
New Jersey.
Jersey City, N. J. — Jersey City & Bergen re-elects board of direc-
tors and resolves upon impro\ed service.
Orange, N. J. — The Orange common council grants the Suburban
Railway rights for overhead system. Latest improvements required,
a'so fenders.
Red Bank, N. J.— P. Sherwood, New York ; C. T. Cobarl and W. W.
Conover, of Red Bank, asks right-of-way for electric line to Long
Branch.
Trenton, N. J. — The Park commissioners sign the extension petition
for the electric road.
New York.
Bkcokly'N, N. Y. — Franchise for the James Slip Ferry Street Rail-
way sold to Austin Corbin for $S,ooo; Houston Street Ferry to Grant
street, Brooklyn, to J. C. Howard, of the Nassau Ferry Company, at
$9,000.
Brooklyn, N. Y.— Brooklyn Bath ii West End Railway Company
apply for rights to use electricity instead of steam.
Buffalo, N. Y. — Gatling, suburb, is to Inve the Beecher Single Rail
Railway Comp my shops. Will make, sell and lease all kinds of motive
power. C. A. Seaver and Lina Beecher, of Bat ivia, A. J. Hibbard, et al
of Buffalo, in the scheme.
Buffalo, N. Y. — Crosstowu Street Railway Company desires to
make extensions, and are trying for right of way.
Glovhrsville, N. Y. — B. T. Keevcr assumes superintendency of the
Fonda, Johnstown & Gloversville Railway, vice L. Caten, resigned.
t Johnstown, N. Y.— The J. G. & K. florse Railway elected G. C.
Burr, of Gloversville, president; secretary, J. M. Russell, Johnstown.
New York City. — Staten Island Rapid Transit Company elect Chas.
F. Mayer, Thomas Nutting, et al, for the board of directors.
Houston, West Street & Pavonia Ferry increase capital from |i,ooo,ooo
to |7,CXX3,O0O.
New York City.— Petitions are before the board of aldermen to
extend the Ninth avenue line.
New York City.— Structural iron men will be interested in the iron
and steel structure contract to be awarded by the "Board of Improved
mcnt of Park Avenue above io6th street." Address for particulars and
blanks, C. W Dayton, Room 4, 132 Park avenue. New York.
Rhinecliff, N. Y.— Incorporated: Tlie Rhinecliff-Rliinebeck Street
Surface Railway Company, at $30,000, by A. H. Hoffman, G. Esselstyn,
E. M. Harris, W. A. Tripp, Rhinebeck; J. L Williams, T. J. Swift.R!
H. Hunter, E. A. Wilbur, Poughkeepsie; and R. M. Hoffman Red
Hook.
Rome, N. Y.— Rome City Street Railway Company complete
arrangements for buying the line and elect J. S. Wardwell, president;
W. P. Rayland, secretary and treasurer. No immediate prospect for
electricity.
Syracuse, N. Y.— Syracuse Street Kailroad Company organized ?
14,000,000 to unite Syracuse, Geddes and Onondaga. Board includf-f
Edward M Moore, of Cleveland, Ohio; Charles E. Spencer, Edwin B.
Tozier, Eugene Pttit, Douglas E. Petit, George J. Gannon, Peter L.
Ryan, Edward S Tcllt, and George A. Roff, of Syracuse.
North Dakota.
Fargo, N. D. — C. W. Bowman, of Madison, arrived in Fargo to pro-
pose an electric street railway for this city.
Nova Scotia.
Halifax, N. S — Halifax Street Railway in arrears on interest to
Boston and New York men. M. Wallace appointed receiver.
Ohio.
Akron, O. — Electric railroad interests consolidated. Capital stock of
new company, $1,000,000. Extensions to Cuyhoga Falls and Ravenna
said to be assured.
Canton, O. — Canton-Massillon Railway accepts franchise to Navarre.
Canton, O — Mr. Ruchti, of Dennison, O , is right-of-way agent for
the extension ol the Canton-Massillon to Louisville. The extension
will now be made.
Cincinnati, O. — The Mt. Adams & Eden Park Railway Company
has bought the Erie avenue horse line and will electrify; price, $10,000.
It is said that Boston men will put in a line to Harrison.
C'incinnati, O — Cincinnati Street Railway Company will receive
proposals for masonry foundations for incline in route 1^ at office of B.
L. Baldwin, 227 Main street.
Cincinnati, O — The consolidated wants franchise of certain lines
extended twenty-five years. Will electrify same.
Cleveland, O. — O. D. Miller, the Cleveland representative of the
Public Square-Euclid Heights Elevated road, is back from New York
and reports favorable reception of his scheme.
Cleveland, O. — The Cleveland Electric Railway form executive
committee of A. L. Johnson, H. A. Everett, A. E. Andrews, R. A. Har-
rison and C. W. Wason; capital stock, $12,000,000.
Cleveland, O. — T. S. Gerhard, of Independence, asks for franchise
for road between two places.
Cleveland, O. — St. Clair street contracts awarded by President F.
DeH. Robison to extent of $300,000. New York linns.
Cleveland, O — The Storelectro Street Railway has met with fierce
and unexpected opposition.
Cleveland, O — Geo. Ilo^t, the Storelectro Company, and L. A.
Cobb want a crosstown line for storage batteries.
Columbus, O. — Madisonville & Cincnnati Street Railway Company
incorporated at $100,000, to operate by any motive power, by George W.
Losh, C. L. Metz, C. M. Settle, W. H. Little, James J ulien and C. S.
Much more.
Dayton, O. — C. T. Ferncding, pre.-ident street railway company,
says that the Dayton Street Railway Company will largely extend and
apply electricity. Storage battery proposed.
FiNDLAY, O. — ^J. K. Tillotson and George B. Kerper have consoli-
dated there interests here in favor of the Northwestern Ohio Electric
Road. _^
Harrison, O. — The street railway sclieme to Cincinnati is still alive.
The Boston syndicate seems earnest.
Madisonville, O.— The Midisonvi'le & Cincinnati Street Railway
Company organized at $100,000, by Geo. W. Losh, C. L Metz, C. M.
Settle, W. H. Little, Jos. Julien and C. S Muchmore. Office of the
company at Madisonville.
Martin's Ferry, O. — The Wheelin^' Electric Railway enjoins the
new Martin's Ferry line, claiming that the franchise belongs to the
Wheeling Company.
Mt. Vernon, O. — Road now assured and money raised for line to
Gambler.
Norwalk, O. — Newofficeis of the Norwalk & Fairfield are: PresI
dent, J. A. Williamson; secretary, J. F. Laning; treasurer, F. H. Evans.
Enterprise is well backed.
^^ticetl^^iWav^^vW
ai9
NoRWALK, O. — T. S. Maxwell, the Cleveland capitalist, has secured
right-of-way through the place for the Lakeside-Ottawa City Iiiteriir-
ban. This is the third line in Norwalk.
NoRWALK, O. — Books are now open for subscriptions to stock in the
Norwalk, Fairfield & Southern Railway Company. President, John A.
Williamson; secretary, J. F. Laning.
Norwalk, O. — The Sandusky, Milan & Huron gives mortgage of
f 100,000 to Mai-ine Bank, Cleveland, to secure bonds at 6 per cent.
Toledo, O. — Franchise will be granted to T. P. Brown, of this place,
for an electric to Maumee.
Toledo, O. — Put-in-Bay & Southwestern organizes: Geo. B. Kerper
Cincinnati, president; H. S. Sneath, Tiffin, O., treasurer; J. K. Tillotson,
Put-in-Bay, vice-president; R. W. Brown, Tiffin, secretary.
YouN'GSTOWN, O. — Youngstown-Canfieldroadorganizedby J, W. Can-
field, S. O. Ewing, John Delfs, Alexander Dickinson, Allen Calvin, H.
M. Osborne and John Senzerbacher, all of Canfield. The capital stock
will be $65,000, and over f 10,000 has already been voluntarily subscribed
outside of Youngstown.
Pennsylvania.
Beaver Falls, Pa. — Bea\er Valley Traction Company, H. P. Brown,
manager, will build two miles extension this summer.
Chambersburg, Pa.— It is reported that local capital will put in an
electric to Fayettville. Franchise will be applied for shortly.
Harrisburg, Pa. — Incorporated: The Sheridan Terrace Passenger
Railway Company, of Chartiers township, Allegheny County, capital
$12,000. Hollywood A: Grand View Passenger Railway Company, cap-
ital $24,000.
McKeksport, Pa. — McKeesport-Braddock Street Railway chartered
at $50,000, by J. D. McCune, Wilkinsburg, A, N. Hunter, Knoxville
et al.
McKeesport, PA.^The car barn of the White Electric Traction
Company, situated at the Duquesne end of the McKeesport- Uuquesne
bridge burned, destroying $1,500 worth of property.
MoNONGAHELA, Pa. — H. C Johnson, engineer, is here inspecting the
electric railway right-of-way. Scheme now assured success.
NoRRisTOWv, Pa. — The Chestnut Hill & Norristown Railway Com.
pany applies for rights on Norristown streets, through James Rawl
president; H. C. Boyer, solicitor, and Geo. Brill, of the Brill Car
Company.
NoRRiSTOWM, Pa. — The Norristown Railway Company is restrained
from increasing stock by Judge Swartz.
Philadelphia, Pa.— Harry C. Forrest, Robt. A. Welsh, Robert
Libberton, A. H. Harley, W. L. Martin, William Hill, incorporate the
Deleware & Schuylkill Railway Company, of Philadelphia; capital
$50,000.
Philadelphia, Pa. — The Frankfort & Southwark Passenger Rail-
way has been arranged for electrifying Second, Third, Tenth and
Eleventh streets. President Jeremiah J. Sullivan, Alex. M. Fox, Geo
S. Gandy et al. incorporators say that $8,000,000 will be spent.
Philadelphia, Pa. — Samuel Hart & Sons have contract for building
new power house for Philadelphia Traction Company.
Reading, Pa. — Reading City Passenger Railway Company has been
formally transferred to the Philadelphia syndicate. The new people
will equip entirely with electricity.
Reading, Pa. — A fight is on for possession of the City Passenger
Railway. Stockholders try to prevent lease to Philadelphia Traction,
and Boston want to buy.
WiNTON, Pa — Mt. Vernon Street Railway Company, of Winton ;
capital, $24,000; organized by John Ward, president; Thomas Langan,
Thomas Redington, Patrick C. Walsh, John Fagin, John Byrne and Pat-
rick Lally.
Westchester, Pa.— J. H.; Lindsay, B. Kelig, L. E. Miller and B.
Witgus. Philadelphia, consult with Joseph H. Baldwin in regard to the
D. & W. C. Electric Railway.
Rhode Island.
Providence, R. I.— The Woonsocket Street Railway Company
elects E. K. Ray, president, Walter Whittlesay, of Boston, as treasurer,
and J. N. Klingelsmith, of Chelsea, as general manager. The latter rep-
resents Boston electrical interests, although it is understood the Rays
hold and will continue to retain a controlling interest in the company.
South Carolina.
Charleston, S, C— W. P. Williams, of the Great Western Electric
Company, Chicago, closes deal for the Enterprise Street Railway.
Reported that New York parties have bought the other roads here.
Tennessee.
Athens, Tenn.— It is said that the street railway here is to be
reorganized.
Chattanooga, Tenn. — Large extensions now under way here. Con-
siderable building to be done soon.
Gallatin, Tenn.— The Gallatin & Nashville Turnpike has been
purchased by local capital and will be converted into an electric road
twenty-six miles long. Horatio Berry, Geo. Seawright and Robert
Graves of Hendersonville are interested. Cars are expected to run by
Jub'-
Knoxville, Tenn. — West End Railway changes to electricity.
Contracts closed. J. C. Duncan, Knoxville, will make a road bed.
Memphis, Tenn. — F. S.Jones has assumed the duties of manager of
the road here.
Memphis, Tenn. — Fire April 26 destroyed Citizens' Street Railway
barns. Loss, $50,000; insurance, $12,000; 70 old cars burned.
Nashville, Tenn.— O. L. Bannard, of Continental Trust Company,
of New York, buys the Nashville Electric Railway & Power Company
plant for $20,000, by order of court in the case Detroit Electrical Works
vs. the Nashville Railway & Power Company.
Texas.
Dallas, Tex.— E. E. Perkins, of New York City, announces the
assurance of the electric line between Dallas and Ft. Worth. T. L.
Marsalis has sold through Louchelm & Company, bankers, Philadel-
phia, the Dalla & Oak Cliff Belt Line, which will become part of the
new system. Negotiations are begun for right of-way.
Floresville, Tex. — Ed Goldstein has been granted rights for a
street railway in this city. Scheme considered good.
Ft. Worth, Tex. — The line here will be sold to Kansas City parties
and changed to electric before long.
Sherman, Tex — H. C. Morrow resigns as manager of the Rapid
Transit lines.
Utah.
Ogdex, Utah. — C. E. Mavne is reported to have gained control of
tlie Henderson- Brinker Street Railway franchise in the interests of
eastern capital. The Ogden Power Dam Company is to be reorganized
by this company and consolidated with llie railway. Capital placed at
^250,000.
Malt Lake City, Utah. — The stockholders of the Salt Lake City
Street Railroad Company re-elects old officers. A, W. McCune, presi-
dent; W. P. Read, superintendent.
Washington.
Seattle, Wash. — Front street line and tlic North Seattle organiia-
ion elect D. T. Denny, president; John 15. Denny, vice; D. T. Denny,
superintendent; A. Dunn, secretary.
320
(^licctl^yailM^li^Vicu^
A FEW SAMPLE TRANSFERS.
THE transfer ticket seems to be one of those things
which no amount of study and planning on the
part of the manager can so perfect as to abso-
lutely protect the company. The local conditions of one
citv often render impracticable a plan well suited to the
needs of another town. While there are places where
126
rATERSON, N. J. TRANSFER.
the transfer cannot be used with safety, in the majority of
cases it is found profitable to the company and a great
convenience to the public, despite its many bad features
The one golden rule which applies to all places and con
ditions, however, is to make the time limit just as short
as possible and thus prevent scalping.
The ticket used at Paterson, N. J., is the invention of
F. R. Greene, of the Chicago City
Railway, and is proving very satisfac-
tory there and elsewhere. In this par-
ticular case the conductor indicates by
a pencil mark or punch to which of
the several lines named at the right,
the transfer is made and by means of
a brass clip tears the ticket to indicate
the hour and quarter hour at which its
usefulness as a legal fare tender ceases
to exist.
The issuing conductor writes his
badge number in the space indicated
and the bold figure " i " is changed
each day, to correspond with the day of the month or
otherwise as ordered from the general office. As the
public cannot tell how soon again the series " i " will
be used there is no advantage in keeping an unused
The Buffalo transfer is exact size of the ticket in use
there. They are issued in books, each ticket and stub of
which bear the same number; as in this instance "126."
The tickets and stubs have also a consecutive number, of
which our sample ticket is " 500." In issuing conductor
puches the line to which transfer is made; the month; day
of month; and by one cancellation of the proper quarter
hour indicates at the same time the a. m. or p. m. hour.
The reverse side of ticket reads as follows : —
"Good for one continuous ride on the line punched on
this transfer check, on first car leaving point of transfer
after the time on the date punched. This is not a stop-
over, is not transferable, and is good only from p^rty
accepting it, taking car at junction where transfer is
made. It is the duty of the person receiving it, and is
one of the conditions upon which it is accepted, that the
passenger examine date and time and see that same are
correct, and comply with its conditions; otherwise it is
void. H. H. Littell, General Manager."
Some companies in the larger cities, where delays from
lires and similar unavoidable causes, frequently occasion a
temporary blockade of a line, and the same company is
operating a parallel line within easy walking distance,
employ what is termed an "emergency" or "delay"
500
= a. r
h o o
= C a.
cc o c
126
51
. o
< 3
•- Ol
V)
lu
a: Ul
^it2|Z|2l-i-i2|2^'"'"
?tl?(l'?>l?> »?> I?) let !'?» !'?> n\fi
^ o
500
-' v> a
i^r^i^i
»0|*CiOlO|iO|iO|'0|iO|'0
CO I CO I CO I 00 I
I CO I CO Ico
lO I »o I O I iO I »0 1 lO I *C ] tC I lO I to 1 »o I »o
- hh «
|o|f-|Qc!<»|2|::
siKiggijgKiEiisiggiijgKiiEiEiii
I c« 1 »» |w_ I -—.I
SI ^* •<=>
-Is
O0C-3C5S;'*»MU0 —
BUFFALO TRANSFER.
Jan.
1{2|3|4|5|6{7 8{!)
10 11 12|13|14|15{16
AMIPM
Feb.
DELAY TRANSFER TICKET
1
2
March.
April.
..GOING NORTH..
. . . .THIS TICKET is issued on account of a delay
to the person holding it, and will be received for
a continuous ride on any car going in the same
direction, if used within one hour.
North Chicago Street R. R. Co.
S
May.
4
&
6
7
8
9
10
11
12
Jano.
JuJy.
August.
Sept.
Oct.
Not.
aKg!K«H
Dec.
17 1 18| 19 1 20| 21 1 22 123|24|25^26|27|28[29|30|31
transfer ticket. These may either be carried constantly
by the conductor or are sent out by special messenger
from the general office to the point of delay on telephone
notice from conductor of the first car thus blocked. The
samples shown are in use by the West and North Chicago
roads and explain themselves.
A somewhat novel arrangement has just been adopted
by General Manager Lang, of the Toledo Consolidated.
s
BE
u
'— »
Z
<
t-T
>
a
IE
^
E
ll'fiili
HI
Zl
II
01
e
s
I
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g
r
E
Z
1
1 Wd
' ".Ml 1
ic oc ez> 6E is 9z se »e cs zs iz 07 1 ei ei n |' *• 1 ^
\\
ei St fi CI zi 11 01 e 9 £ g fi *] > c z >'!:»-
"J 1 m
VP 1 lJ*i 1 3sy 1 (inr 1 mj 1 itii 1 \ui<f 1 ,M.K | ,*^ | B>r | g g
^H
L^
1 ;
1 1
■ "' 1 1 ■
T*"
t'
s
1
i^
10
i
'i
s
1
s
s
2"
i
s
1
1
1
is
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1
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t
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i
§
i
}
5 s
i 5 K s
lil !
0
i
DELAY TRANSFER NORTH CHICAGO STREET RAILROAD.
ticket, and even if successful as to the date, passenger
would still have to present it at the designated hour and
quarter.
"Hllilif fe
E.MERGENXV TRANSFI.K, WEST CHICAGO STREKT RAILROAD
All his lines radiate from one common down town termi-
nus, which is directly in front of his office. The conduc-
tor issues a transfer which the passenger exchanges for a
very similar one while waiting in the passenger waiting
<^kectll\ailAv^lf^yicW*
321
room. Passengers are not allowed to leave station until
their proper car arrives and as the time limit is in no case
more than lo minutes it affords a system hard to beat.
These exchanged tickets are punched in quantities for
each line, in the superintendent's office, and delivered in
quantities of a day's suppl}' for each line to the exchange
K-s-.;xis9i4>Kt9>'K-et:xM«»i
NOT GOOD FOR
PASSAGE.
C-3
^,
CO
tea
LINE No.
srrrsr's'Sr'Sc'ssps'sSBBts
s s
€
PRESENT TO AGENT
TRANSFER STATION
and set check for
continuous trip.
DATE
20
si*eeK» n^KKM ei^Mie^
csesse eceses esss««
This Slip Not Good
ITiileHH prenented
0\ I>ATK
and within time
indicated.
Cmiuotcr
TOLEDO EXCHANGE TRANSFER.
clerk. He and the public cannot know in advance what
form of punch will be used on any succeeding day. These
books of transfers are placed in racks with brass strips
over each book. These strips have sharp cutting edges,
and when the exchange man issues one he tears it from
UHOtO
3 ' = =
E 3 3 3
333333332333333 3;
OOOD
for this
DAY
2
TMt TOLEDO
CONSOLIDATED
BdOfcDWAV .nd
LOWER SUMMIT
EAST OROAOWAV
MONHOtl ADAMS
"WESTefiN AVe.Tnd
OAK STREET
FOKEsr CtMEtEBY
• nd UNION DEPOT
]mm mm.
Good lo. ODC tooJnucu,
dal« »nil wllhlo lime In-
and
TRIP
ONLY
IRONVILLE
cur that -TriTeB and
NOT LEAVE STATION
OHIOCCMT DEPOT
UNION DEPOT
TOLEDO TRANSFER TICKET.
the book so as to leave the desired hour and minute at the
end of portion given passenger. This enables him to
exchange very rapidly. The plan, however, as stated, is
one of those excellent for places where the local condi-
tions are such as in this case, to made the method avail-
able.
ENTIRELY USELESS.
The street car hog 's a curious beast,
His case, indeed, is hard ;
He's too much hog to be a man,
Nor hog enough for );ird.
LAMP PATENT SUIT AT ST. LOUIS.
of
INCANDESCENT lamp matters took an unexpected
turn at St. Louis, April 2i. Suit was brought
against the Columbia Incandescent Lamp Company,
St. Louis, asking for an injunction to close the
Columbia factory. The injunction was denied by Judge
} lallett. This decision was based on the want of nov-
elty of the Edison patent, on account of the prior manu-
facture and use of the incandescent lamp by Goebel.
The Goebel defense as made by the Beacon company'
was overruled in a recent similar suit made before the
Circuit Court of Massachusetts, but additional evidence
was brought in the St. Louis trial which fact induenced
Judge liallelt's decision.
DAY'S ENDLESS CHAIN CARRIAGE.
TO avoid the necessity of terminal loops and as a
substitute where loops are impossible, Augustus
Day, of Detroit, has invented a device herewith
illustrated. An endless chain propelled by sprocket
wheels drives a flexible floor carried on stationary rollers
and which has four tracks. This movable floor track
may be operated from the main cable on cable roads; by
PLAN OF CARRIAGE.
a small stationary motor on electric lines and with a
ratchet lever for horse roads, as it requires little power.
To illustrate, the motor car is run on to the table, the
carriage put in motion moving the car to a point where
ijli'Jj^'JdS ^
'i'J(jJ'.jC)'M.a.
.M*.A.«*^wa^\ .
CROSS SECTION AND END VIEW OF CARRIAGE.
it will run back on the other track. While it is being
run off the trail car is run on and quickly moved to run
behind the motor. Mr. Day states a car can be shifted
in from five to ten seconds. The illustrations do not show
Mr. Day's plans in complete detail but give the general
principles.
TirB Chicago City Railway at present employs 3,820
men divided as follows: Conductors, 920; drivers, 800;
depot men, 620; car repairs, 610; track, 600; engineers
and firemen and helpers, 90; miscellaneous, 180.
Hot Springs, Ark.\n.s.\s, via the Wabash. — A few
weeks now in this great health and p'easure resort may
make a difference of many years in the length of your
life. The Wabash Railroad is the direct line from Chi-
cago. They sell railroad and sleeping car tickets through.
Fine compartment sleepers, parlor cars and free chair
cars. Write for full informadon. Ticket office, 201
Clark Street.
322
(^J^ed/ll'^atU'A^j^^
THE NEW OFFICERS OF THE INDIAN-
APOLIS CITIZENS' COMPANY.
L. MASON.
PERHAPS no road in the west has been before the
public as prominently as the Indianapolis Citizens'
line. The full allowance of troubles that some
fiend deals out to managers has been given to the Citi-
zens', and the same number of triumphs has ignominiously
routed the fiend and left the road in better condition than
before. For the past few months the efforts of the Mc-
Kee-Verner syndicate to gain control of the road have
been noted in the Re-
view. These efforts
have culminated in the
acquisition of the con-
trolling interest by the
Pittsburg people, and
the consequent with-
drawal of the Chicago
interests.
On the fifteenth of
March the new officers
of the line were intro-
duced to their respec-
tive duties. The offi-
cers are now: Presi-
dent, A. L. Mason;
vice-president, W. L.
Elder, of Indianapolis;
A. A. Anderson, secre-
tary. A. L. Boyd has assumed the superintendency,
abolished under Mr. Frenzel; purchasing agent, S. F.
Hazelrigg.
AUGUSTUS LYNCH MASON,
the newly elected president of the Citizens' Street Rail-
road Company, is about thirty-five years of age. He is
by birth a Hoosier, and attended college at DePauw
University, Greencastle, Indiana, graduating from there
in 1879. He became a student of law in the well known
office of McDonald & Butler, at Indianapolis, Indiana, of
which ex-Senator Joseph E. McDonald was the senior
partner. In 1882 he became junior partner in the firm,
which from that time was known as McDonald, Butler
& Mason. His professional work has continued uninter-
ruptedly at the bar of Indianapolis .since that time, con-
sisting almost entirely of corporation practice. Mr.
Mason's most important work was in connection with the
foreclosure of mortgages and the re-organization of ten
or twelve railroad properties lying in Indiana, Ohio, and
Illinois. His connection with street railway matters has,
however, continued for some years, acting at times as
counsel of the company of which he is now president.
In Indianapolis, Mr. Mason is well known as the author
of the cit}' charter under which that municipality now
exists. A reform movement started among the citizens
some three 3'ears ago, and Mr. Mason was employed as
attorney to draft a city charter embodying the latest
theories of municipal government, which service he per-
formed, acting in connection with a citizens' committee,
of which George G. Tanner, president of the Board of
Trade, was chairman.
Mr. Mason is one of the most respected of the citizens
of Indianapolis, and will mark his administration by firm-
ness, justness and legaHty, as by these virtues he has built
up his previous successes.
A. A. ANDERSON.
Associated in the toils of office with Mr. Mason is Sec-
retary A. A. Anderson, whose business life is intimately
connected with the Indianapolis street railway sj'stem
since horse-car days.
Mr. Anderson began his earthly existence September
I, 1859, in the state of Missouri, but immediately after
the war removed to Jacksonville, 111., with the family,
consisting of his widowed mother and three children.
After a brief residence in Jacksonville the Andersons
again removed, this time to Indianapolis, where they have
since resided.
Mr. Anderson relates that his first street railway
experience came to him at the tender age of eight years,
when he was forcible removed by the conductor's foot
for stealing a ride on the rear platform of one of the cars
of the road with
which he now is
connected officially.
This incident may or
may not have shaped
his future career, but
at least we know that
it made a lasting im-
pression.
After completing a
common school edu-
cation, Mr. Anderson
became an employe
of Tom L. Johnson,
in the street railway
office, putting up
change and counting
nickels. This was in
1878. Since this
time Mr. Anderson
has been steadil)- en-
gaged in the street railway business at Indianapolis, sur-
viving the several changes of administration.
His thorough knowledge of the details of the business,
his accurate and complete knowledge of the public mind
at Indianapolis, peculiarly fit him for his position.
A. A. ANDERSON.
The Twin Cities Rapid Transit Company's power
house was the scene of a peculiar accident lately. Chas.
Warren, chief clerk of General Manager Hield, was paj'-
ing a visit to James Holstrom, who has charge of the
switch-board in the dynamo room. James undertook to
explain lighting arresters and in some way connected the
circuit, blowing out the fuse in a fierce blaze. Both men
were burned in a frightful manner, being denuded of hair,
eyebrows and whiskers.
(^lA£d/9\ailwii)^j^ytm^
ECHOES FROM THE TRADE.
323
HoovEN, Owens & Rentscht.er, of Hamilton, O., are
building an addition to their present foundry. The new
room is lOO by lOO feet.
The Berlin Iron Bridge Company has the contract
for the frame work af the new 58 by 90 foot plant of the
Watts-Cambell Company.
Geo. C. EwiNfi, formerly of the raihva}- department of
General Electric, will hereafter represent the Boston
Safety Brake Shoe Company.
The J. H. &. D. Lake Companv, of Massillion, O., is
sending out a neat glass paper weight, showing a cut of
its well known friction clutch pulley.
The Phoenix Iron Works have removed their Chi-
cago office to room 519, the Rooker}-, where old and new
friends and strangers may now find them.
The Milburn Wagon Company has sold late orders
of their tower wagon to the Calumet Street Railway
Company, Chicago, and several for export.
The Vilter Manufacturing Company, of Milwau-
kee, has enlarged its facilities and is prepared to manu-
facture Corliss engines for dynamo driving.
The Sully Manufacturing Company, of Allegheny,
is already well crowded with work. Specimens of com-
mutator work are shown at the World's Fair.
Geo. Cutter has removed his office to 851-855 Rook-
ery. The new quarters give better facilities for shipment
and storage, which an increased trade demands.
The Railway Register Company, New York,
writes us that their new clock register is successful beyond
their expectation and that business is brisk in all lines.
The Pittsburg Hollowware Company, of Alle-
gheny, Pa., has taken new and larger quarters in Dia-
mond street. Larger demand calls for larger facilities.
F. R. CiiiNNOcK, of the New York office of the Ball
Engine Company, Erie, Pa., has recently closed a contract
with the Virginia Hot Springs Company, Hot Springs, Va.
The Consolidated Car Heating Company, of
Albany, has placed 270 heaters for use on the Union
Railway of New York City and 95 for the Albany Rail-
way.
The Elliott Froc; & .Switch Comi'any, of East St.
Louis, are full of orders and have found it necessary to
again enlarge their facilities, this time by the addition of a
new erecting shop 200 by 60 feet.
The Walker M.^nufacturing Company, of Cleve-
land, is doing its regular large business in every depart-
ment. Walker's shops are always full of heavy work,
and the spring of '93 is no exception.
The Chas. Scott Spring Company have a brush
holder and trolley spring which they claim to be superior
to any on the market. The late sale in these specialties
have been large and the result gratifying.
Wm. H. Smith & Company, agents for Roots' spiral
riveted pipe and water tube steam boilers, have removed
from 62 South Canal street to the first floor of the
Springer building, at 197 South Canal street.
Robert Poole & Son Company, of Baltimore, have
about finished the Baltimore City contract. Gearing and
transmission machinery trade is rushing and several gov-
ernment contracts help to keep the work going.
The American Car Company, St. Louis, reports
orders so large that every facility is taxed. A new erect-
ing shop, 150 by 200 feet, and new storage sheds are
being built. The present output is eight cars a day.
Westinghouse, Church, Kerr & Company have the
contract for the power house of the Newton & Boston
Street Railway at Newtonville, Mass. Babcock & Wil-
cox boilers will be used, with a 130-pound steam pres-
sure.
The General Electric Company has secured the
temporary use of the Crescent Beach loop of the Boston
& Main Railroad for the purpose of carrying out a series
of experiments relative to the application of electricity to
steam roads.
The Shultz Belting Co.mfany, of St. Louis,
reports a very large business both in street railway and
manufacturing lines. The Shultz Company in one case
received an order for which a competitor bid $1,500
under the Shultz price.
The Ansonia Electric Company's Wood's new
adjustable switch has met with great success among street
railways. The switch is made with adjustable tongues,
which allow its use as a right, left or diamond turnout.
Its construction is strong and durable.
The Laclede Car Company, St. Louis, is compelled
to put up a new shop 250 by 50 feet in dimension.
Among recent orders are 150 cars for Philadelphia Trac-
tion, 65 opens for Minneapolis, 100 for Baltimore, 50 for
Worcester, Mass., and scores of smaller lots.
The Washington Carbon Company, of Washington
and Pittsburg, Pa., is doing a good business among the
324
(^laed/lF(ailw^9^yl<^
street railways. Samples of used brushes show good
results. The Central Electric Compan}', Chicago, has
an exhibit of the Washington brush at the World's Fair.
Hill & Wells, of Indianapolis, Ind., have sold the
following railways one each of Hill's patent tower wagon.
Field Engineering Company, New York; Brooklj'n City
& Newtown Railway Company; Lake Roland Elevated
Railway Company; Camden Horse Railway Company.
The Pennsylvania Iron Works have practically
completed the great Broadwa}' & Seventh avenue, New
York, contract, and are now engaged on the Sixtj'-fifth
street power station of the Third Avenue Company.
Their shops are full of work with its accompanying good
feeling.
Falls Rivet Machine Company has equipped a
large number of plants lately with their ring oiling bear-
ings and line shafting, and clutch pulleys. One order
from the General Electric Company was for equipping
three plants. The new folder of the company is neat and
comprehensive.
The Cushion Car Wheel Company has removed
from Club room 9 Grand Pacific Hotel, to 334 Rookery.
Deacon P. F. Leach will hold services now at the lat-
ter number and keep the cushion car wheel going. Sev-
eral nice large orders of late give cushioned wheels more
mileage.
Harrison & Carey, of the Nuttall Railway Supply
Company, 801-S02 Monadnock Block, have been
appointed agents for the Security Fare Register manu-
factured by St. Louis Register Company. It is claimed
for this register that it is an absolute check and never
gets out of repair.
The St. Louis Car Company, St. Louis, scores sev-
eral large orders. The Atlantic Avenue, of Brooklyn, the
Piqua, O., Street Railwa}', the Wilkesbarre & Wj'oming
Valley Traction Company, and a handsome equipment
of 100 cars for the Cass Avenue & Fair Grounds are
among the number.
C. E. Woodruff & Company is the caption of a new
firm established at 285 Lake street, Chicago. Andrew
Shillinglaw, C. E. Woodruff, and John Figel compose the
company, which will handle the western business of the
Globe Rubber Company, Bradford Belting Company,
and the American Circular Loom Company's wires and
cables.
Leary Automatic Switches, made by Jas. F. Mann,
Utica, N. Y., have been sold to the Binghampton (N. Y.)
Railroad Company; Mineral Ridge & Niles (O.) Street
Railway Compan}'; Schenectady (N. Y.) Street Railway
Company; Erie (Pa.) Electric Motor Company; Otlumwa
(la.) Electric Street Railway; Weygadt Mountain Rail-
way Company, Easton, Pa.; Freeporl (111.) Street Rail-
way Company.
DICTIONARY OF TECHNICAL TERMS.
AN UP TRIP.
COLLECTOR RINGS.
A CENTER BEARING RAIL.
AN AX-L.
The National Conduit Company, Times Building,
New York, is doing a large and increasing business.
Over $400,000 worth of its cement lined conduit is now
under contract. The Buffalo, N. Y., Street Railway
Company has ordered 50,000 feet, and the Philadelphia
Traction Company calls for 2,300,000 feet of 2}^ and
3-inch conduit. All of these contracts have been secured
since January l, 1S93.
The Phoenix Iron Works have just sold the Sagi-
naw, Mich., Power Company two 300-horse-power Dick
& Church tandem compound engines. These will be
each coupled direct to a 200-kilowatt generator. The
Detroit River Railway has also invested in a 150-horse-
power compound. They have closed contracts also for
eight horizontal tubular boilers for the AUentown, Pa.,
Street Railwaj' plant.
The Hkaly Motor, of Detroit, Mich., has now car-
ried passengers over 200,000 miles in regular service,
doing away with many objectionable features, and, it is
stated, at a large economy over other forms of street car
traction. The first cost and results have been so
unexpectedly favorable, that a mining company in the
East have contracted for a special build of this motor
that will be less than four feet in height. Messrs. Dorner
& Dutton, of Cleveland, Ohio, are building the frame and
drivewheels for this new departure in mine motors.
Experts who have examined the plans say there is not
the least doubt of success, as well as a large saving of
time and money.
(^twty\aiVxiy-j^Vte^
325
The Westinghouse Machine Company have been
running night and day for a year. The Philadelphia
Traction Company will use eight of the Westinghouse
6oo-horse-po\ver compound engines for direct coupling
to multipolar generators. Besides this the six 1,000-
horse-power engines for the World's Fair have helped to
keep them busy.
W. F. & John Barnes, of Rockford, 111., rejiort a
large trade during the past few months. They will make
a very complete exhibit of their tools at the World's Col-
umbian Exposition and will show there one or two new
tools which they have hot as yet placed on the market
Their location will be in the annex of Machinery Hall,
column J 36, section 14.
F. A. ScHEFi-LER, who is SO well and favorably
known in electric light and power circles, has resigned his
position as general superintendent of the Brush Company,
of Cleveland, O., and has accepted the position of general
sales agent of the Stirling Company, manufacturers of the
Stirling water tube boiler, with office at 74 Courtlandt
street. New York City.
COMBINATION CABLE CAR — MARKET STREET LINE, SAN FRANCISCO.
W.M, W. Nugent, contracting and consulting engineer,
has succeeded J. M. Hayes as western manager of the
C. & G. Cooper Engine Company, of Mt. Vernon, O.
Mr. Nu</ent has had a long and successful career as an
engineer and contractor with the advantages of a
technical education and practical work. His • office will
be at 823 Home Insurance building.
The Ansonia Electric Co.mi'Any announces that its
new Sunbeam incandescent lamp is now ready for the
market and claims several advantages over other lamps
for electric railway car service. The new Sunbeams are
said to be adapted to hard service. The company has
also the contract for the Miami Valley, O., electric rail-
way overhead structure and reports a total of 200 miles
of railway so equipped in the last three months.
The Detroit Electrical Works have furnished
four direct connected multipolar generators of 15 kilo-
watt, 125 volts at 550 revolutions, for two new boats of the
Detroit Navigation Company, and have shipped to Geo.
Beatty, Boston, one lo-horse-power and one 7^. An
organ company in Detroit bought one 45 kilowatt while
a number of other firms have invested in motors of from
7j4 to 15-horse-power.
I. H. Randall, Boston, writes that there is an increas-
ing demand for his well known motor truck, designed for
16, 18 and 20 foot box, and S and 10 seat opens. The
truck, including motor hangers, weighs 3,500 pounds.
Easy access for adjustment of brushes, and simplicity and
durability are the chief claims for the truck, which is in
use on the Quincy & Boston, Knoxville, Tenn., Brooklyn
City and other roads.
The New^ Castle Car Company, of New Castle,
Pa., reports work so brisk that an addition to their shops
of 100 by 40 feet of space was found necessary. The
manufacturing capacity of the firm has been doubled as
has also the working force. A new private switch to the
Pennsylvania tracks is now laid and the best of shipping
facilities thus afforded. The best of style, finish and
inspection is given to every car. Large orders are now
under way and more coming.
The Ball Engine Company, of Erie, Pa., report the
following recent shipments to street railways: Alameda
(Cal.) Street Railway Companj-, two 150-horse-power
tandem compounds; Tampa (Fla.) Street Railway Com-
pany, one 200-horse-power cross compound; Niagara
Falls Street Railway Company, one 130-horse-power
simple engine; Everett (Wash.) Street Railway, one 150
ane 200 and one 125-horse-power simple engine, besides
about 2,000-horse-power in other lines of work.
The Stephenson Company Limited, of New York
hasjust delivered to the Coney Island & Brooklyn Railroad
ten iS-foot closed motors mounted on their improved
truck and furnished with the improved bridge. These
cars were equipped with 50-horse-power Thomson-Hous-
ton motors. Another order is ten new 16-foot cars for
Fortj'-second Street Manhattanville & St. Nicholas Ave-
nue Railway Company, furnished in mahogony. Ten 16-
foot vestibules were also furnished to the Citizens' Rapid
Transit Company, of Pittsburg.
The Buffalo & Williamsville Electric Railway has been
opened for traffic with great ceremony. The road is
well built, laid with 56-pound steel rail and connects the
village with the city. James Chalmers, of Buffalo, vice-
president of the road, was master of ceremonies and made
a happy speech on the occasion. Previous to the elec-
trics a stage line did a large business.
Ed. Haakinson, the storage battery road owner, of
Sioux City, has assigned. Among the assets were found
$90,000 in stocks of the Bradbury-Stone Storage Battery
Car Company. The failure was a large one and affected
Sioux City packing interests mainly. No other Sioux
City railway securities were affected by this failure.
326
(^iA^d/l^^aiWoy-S^yl^
PERSONAL.
T. J. MiNARY, of Louisville, Ky., was a visitor at the
World's Fair grounds during April.
John R. Markle, of the Cincinnati branch of Siemens
& Halske, was an April visitor in Chicago.
John Little, of Hamilton, Ont., has been elected
superintendent of the Windsor Electric Railway.
J. J. Hagen has been elected secretary and treas-
urer of the Waterford & Cohoes Street Railway Com-
pany.
Louis E. Roberts, of the Lewis & Fowler Girder
Rail Company, of Brooklyn, paid Chicago a visit in
April.
Jas. H. Brown, of Denver, Col, attorney for the
Denver tramways, was a Chicago visitor during May.
He had been east on business.
C. N. Parker, president of the Brainerd, Minn.,
Street Railway Company has been elected also president
of the Brainerd board of trade.
W. B. Allen, of Brownell Car Company, St. Louis,
spent a few minutes with the Review recently. Mr. Allen
and his family will reside in Chicago this summer.
President Daniel F. Lewis, of the Brooklyn City
road, has bought the property at 128 Remsen street,
Brooklyn, for a home. Mr. Lewis and his bride will
occupy it soon.
Col. O. M. Carter, of Omaha, president of the
Omaha & South Texas Land Company, recently paid
a visit to the Houston, Tex., Electric Railway, in which
he is largely interested.
President Barnard of the "Alley L" road tendered
a special train to members of the press on World'^ Fair
opening day. Also another special to official representa-
tives of foreign countries.
Chas. F. Baker, for many years chief engineer of
the Pillsbury flouring mills, Minneapolis, has accepted
the position of chief engineer for the steam plant of the
West End Street Railway, Boston.
Francis G. Daniels has resigned his position as
electrical engineer of the Evansville, Ind., Street Railway
Company to accept a similar position on the State Street
Railway, of New Haven, now equipping with electricity.
Ernest W. Heinrichs, of the Westinghouse Electric
& Manufacting offices, Pittsburg, called at the Review
office during his late visit to Chicago in the interests of
the Westinghouse denomination. Mr. Heinrichs spent
several days at the World's Fair grounds inspecting the
magnificent Westinghouse display and taking in the open-
ing week generally.
C. Densmore Wyman, vice president, secretary and
treasurer of the Central Park, North & East River
Railway Company, has resigned to take the management
of the Electric Launch & Navigation Company, of Chi-
cago, mentioned elsewhere in this issue.
H. R. Belknap, superintendent of the operating
department, has been made traffic manager of the Alley
L. A. J. McBlair, formerly traffic manager, becomes
superintendent of the operating department. Mr.
Belknap's request is the cause of the transfer.
W. H. Doane, Cincinnati, spent some time in Dubuque
last month in the interests of his Eighth Street Motor
line. E. P. Griswold and J. C. Harper, his attorneys,
were also in consultation. The hne is to be newly
equipped and not consolidated with Allen & Swiney.
J. P. Frenzel, e.x-president of the Citizens' Street
Railway Company, of Indianapolis, has recently become
connected with the Indiana Trust Company, recently
organized at three-quarters of a million dollars. Mr.
Frenzel is also president of the Merchants' National Bank
of Indianapolis.
L. M. De La Mater contributes to the press a most
interesting account of the street car manufacturing indus-
tries in general, and a history of the Stephenson Car
Company in particular. The matter is evidently of great
public interest as it has been copied in every large daily
on the continent.
John Puoh was a recent caller at the Review office.
Mr. Pugh at this time informed us that he wanted a fav-
orable review of his new book, which is about to be issued
from the press, on " Why Rats Gnaw Stringers." The
material is said to have been gathering for several years
and to be well worth perusal.
F. S. Terry, of the Ansonia Electric Company, was
the recipient of a banquet tendered him by the heads of
the various departments of the Chicago branch, April 19.
The Union League club room was the place of meeting
and Hon. Geo. B. Shaw presided at the table. The
event was occasioned by Mr. Terry's lately promulgated
information that each of his employes would receive a two
weeks vacation and every Saturday afternoon for World's
Fair sight seeing.
The electric light coronas in the Manufacturers' build-
ingrare brilliant examples of the skill of arc lighters.
The coronas number five, and are so arranged as to give
an equal display of light to all parts of the great building.
A magnificent clock tower in the center of the building,
beautiful booths and displays on all sides, and the brilliant
rays of electric light will make Manufacturers one of the
grandest sights of the century.
The Fishkill Landing Machine Company, Fish-
kill-on-the-Hudson, N. Y., reports an increased demand
for the Fishkill Corliss engine.
(^tic€tJ\aiWii^j\eymV'
327
COMBINATION BRAKE AND CAR CON-
TROLLER.
AVERY commendable effort to render more sim-
ple the duties of the motorman, and decrease the
danger of straining the motors when under the
care of a new or careless man, has been made by W. P.
Coldren, of Lebanon, Pa., the inventor of the combina-
tion brake and switch here illustrated. The brake and
controller are both operated from the same wheel, greatly
COLDREX S COMBINATION BRAKK AND SWITCH.
simplifying the motorman's duties, and making it impos-
sible to have the current and brakes both on at the same
time. The engraving shows the controller at the position
where both the current and the brakes are off. Turning
the wheel one way from this position applies the brake;
turning it the other way starts the car. To make it
possible to reverse the motors the knob at the left of the
staff is pressed. It is then necessary to turn the wheel
in the opposite direction from that before to apply the
brake, and vice versa. To reverse quickly when the
current is on, pressing the knob and turning the wheel
about seven-eighths of a turn applies reversing current.
This apparatus ought to greatly simplify the motorman's
duties, and should prevent many accidents both to people
and motors.
TiiK Aurora, 111., Street Railway has secured franchise
for extension to Geneva, a distance of 9 miles. They
have also purchased a 100 acre park at Mill Creek, on the
Fox River, at a point about midway between the two
cities and will establish a delightful pleasure resort.
STORAGE BATTERY BUCKLED.
THE end of the long and interesting chapter, of which
storage battery cars in Dubuque was the subject,
seems now to have been reached. A brief history
of the case is as follows: In 1890 President Rhomberg
visited Europe, inspected storage batteries there, and
returned to replace horses with batteries. The Accumu-
lator Company, of Philadelphia, took the contract. On
May 29, 1891, the first car started. Si.x out of nine con-
tracted for were finally got in operation. The event was
widely heralded throughout the country. The Accumu-
lator Company guaranteed the expense of renewal of
each cell not to exceed $2.50 per annum. The cost was
found to be about $4 per cell per sixty days, with eighty
cells to a car. After running six months the railway
abandoned the system and installed the overhead trolley.
Collateral bonds in the amount of $24,000, and notes for
$23,000, had been paid the Accumulator Company by
the railway. The s.uit was on the ownership of these
securities, which, with interest, amounted to $53,000. It
was a complete victory for President Rhomberg.
BIG ADDITION TO THE LAMOKIN CAR
FACTORY. ^
THE necessity of enlarged quarters in which to
carry on a business is certainly one of the best
evidences of prosperity. Such a necessity has
required the Lamokin Car Company, at Chester, Pa.,
to build a new erecting shop, 100 by 400 feet in dimen-
sions, and a new mill 64 by 124 feet. For the month
ending May loth. General Sales Agent Pratt had sent in
orders for 296 cars. The Lamokin Works are not only
extensive, but are doing the bulk of the new work for
Philadelphia and securing a large trade in the southwest.
OBITUARY.
GROSVENOR P. LOWREY.
The well known corporation lawyer, Grosvenor P.
Lowrey, died, April 20, of an apoplectic shock, at his
home in New York City. Mr. Lowrey was born at
North Egremont, Mass., in 1S31, and was admitted to
the bar in 1S54. After living for several years in Kan-
sas, Mr. Lowrey went East, and began the brilliant
career as a patent and corporation lawyer, upon which
work rests his chief fame. He is best known in his con-
nection with the Edison litigation, particularly that
respecting the lamp patents. Mr. Lowrey leaves a num-
ber of brochures on professional subjects.
The really latest newspaper railway is the one reported
as fathered by Senator Jas. McMillan and Millionaire Joy
for an electric between Toledo, C, and Detroit, Michigan.
It is said that the capital slock will be placed at $600,000
and passengers can be carried at $1.50 between the two
points. The present fare is $2.50.
328
(^^Jj^lF^mUv^j^Vlcvv^
CHICAGO CABLES CROSS.
ONE of the engineering difficulties which perhaps
more than any other call forth the skill and
ingenuity of the cable engineer, is to provide a
satisfactory crossing of one cable by another.
Hitherto Chicago cable railways had no crosses except
those inflicted by the general public. Engineer S. Potis,
of the West Chicago Street Railway Company, is, how-
way Company. By the terms of this agreement the
Chicago City withdrew it opposition to the West Side
loop on State and received in return the use of the West
Chicago tracks on Michigan avenue for the route of their
Wabash avenue and Cottage Grove cars. The Chicago
City Company finished their part of the work last summer,
but the much more difficult task of affecting the West
Side change has not been completed until this month.
The work of construction was of the most difficult and
street Grmle Line
SPECIAL SAFETY DEPRESSION DEVICE — WEST CHICAGO STREET RAILUOAU.
ever, the author and builder of the latest cross and first
crossings, which are incident to the lately constructed
West Chicago loop previously mentioned in the Review.
This new loop along Fifth A\enue and Madison, State
and Randolph was the one originally proposed by the
West Side Company- and constructed, with the exception
tedious nature, as all underground Ciiicago seems to have
its particular nesting place under the streets required for
the new work. The network of underground conduits of
every description, such as telephone, telegraph, electric
light, fire alarm, and police call wires, sewer connections,
water pipes and gas mains, made life a particularly
ORDINARY CAIiLE CROSSING — WEST CHICAGO STREET RAILROAD.
of the portion on State street, in 1S89. The State street
part was enjoined by the Chicago City Company and
work suspended. The loop along Fifth Avenue and
Madison, LaSalle and Randolph streets has been in use
ever since. The completion of the new loop on State
street is the result of a compromise effected last summer
between the Yerkes system and the Chicago City Rail-
oppressive burden to the engineer. All the difficulties
were met and vanquished, however, to the rejoicing of all
concerned. Our engraving represents a street scene dur-
ing the work.
The new West Chicago loop rope will cross the North
Chicago cable at the corner of LaSalle and Madison and
again at the corner of Madison and Dearborn streets,
<^^l;ied.j\mWuylf^i£W'
329
returning by State and crossing the North Side Com-
pany's tracks again at LaSalle and Washington, besides
passing the old West Side loop cable at the same inter-
section. The old West Side loop will be devoted to the
inhabitants of Milwaukee avenue, ja wohl, while Madison
street cars will utilize the new convenience.
In every case the new rope passes under the North
Side cable in the manner hereinafter set forth.
The crossing as shown in the accompanying engraving
is accomplished by means of three sheaves, two elevating
the cable and one depressing it.
The first elevating pulley is 48 inches in diameter with
a I i.{ inch groove, running on a 4^| inch steel shafting
CLRVE CONSTRUCTION, STATE AND WASHINnTDN STREETS — WEST
CHICAGO STREET RAILROAD.
set in a special bearing, the bore of which is of 4 inches,
with a brass shell. The pulley rim is interchangeable and
has wrought iron ring forming groove. The wheel itself
is cast iron.
The depressing pulleys vary in size from 30 to 36
inches diameter with a i?<( inch deep groove. The
second elevating wheel which raises the cable again
is like unto the first in dimension. The west rope is
depressed 9 inches below the north cable, and 4 inches
intervene between the parallel West Side ropes.
The momentum required by the West Side trains must
enable them to clear 15 to 20 feet at the single crossing
and from 30 to 40 feet at the double crossing.
The safety device protecting the rope from the care-
lessness of gripmen who fail to raise their grip is a "dead
man" of special construction. For the benefit of the elec-
trical brethren it may be well to explain that the "dead
man " is a steel shaft jutting into the conduit at the
height of the rope. So placed because a broken grip is
less expensive than a broken cable. The gripman who
fails to release his cable runs into this deceased individual
very much to the salvation of the rope and the sorrow of
the driver. The dead man in this case is a steel shaft,
var3'ing from Syi to 4^^ inches in diameter. It projects
across the conduit and under it runs the rope.
To further protect the rope a man will be stationed at
each crossing read}- to depress the North Side rope so
that no vibration will interfere with the West Side grip
then passing.
The cost of the improvement was $120,000 in return
for which greater convenience as to headway, distribu-
tion of terminal facilities and consequent increase of traffic
will result.
HOT-RIVETING RAIL JOINTS.
MUCH interest was occasioned at the Cleveland
convention by a statement of C. W. Wason, of
the Cleveland Electric Railway, that he had
laid quite a section of track with the rail joints fastened
by the use of red hot rivets. This track has now been
down upwards of nine months, and so far has proved
very satisfactory. Mr. Wason made an examination of
the joints during the winter, at a time when the ther-
mometer had stood at not less than 8 below zero for
several hours. He could discover very little change in
the opening between the rail ends, and since frost has
left the ground, joints do not seem to have yielded in the
least. He can only come to a final decision when the
other extreme has been reached, and note what effect is
produced when a July sun sends the mercury sailing up
around in the nineties. From all appearances, however,
he sees no reason to expect a disappointment in this latter
test.
NEW SHORT LINE ROAD TO DETROIT.
Wabash Officials Make a Tour of Inspection Over
the Road.
E. P. Reynolds, one of the contractors fur the Wabash short line to
Detroit, who arrived here yesterday morning on the first passenger train
that went over the new line, states it was an official inspection made by
General Manager Hays and officers of the company's construction
department. The train consisted of four coaches pulled by a VVabash
passenger locomotive. No effort at fast running was made. The train
was stopped frtquently to allow the officials of the company to properly
inspect the work done by the company. At times, however, the train
made fifty-five miles an hour. They found the road bed and tracks in
excellent condition, and everything in first class shape. Grade crossings
have been avoided when possible by going overhead, and when grade
crossings could not be avoided, they are provided with interlocking safety
appliances. The line is particularly free from curves, and in no place
does the grade exceed twenty-six feet. It is the shortest line by thirteen
miles between Chicago and Detroit, the distance being 272 miles. The
new line leaves the old Eel River road at Montpelier, near the Indiana
state line. Among the towns it touches are Hamilton, Wolcoltville,
Ashley, Hillersburg, New Paris, Lakeville, North Liberty, Westville
and Hammond. It is expected that the new line will be opened for
business May 1.
f>om Chicago Tribune, April 2;.
330
^atCed/lF^oiWay-lf^A^^
NEW PUBLICATIONS.
STREET RAILWAY PATENTS,
The Nkw England Magazine for May contains a choice menu
touching both the taste of the man of the day and the mental palate o
the historian and dreamer of dreams. W, H. Dowens, art critic of the
Boston Transcript, contributes on the World's Fair
Robert Poole & Son Company, Baltimore, send out a new edition
of their valuable book called "Gearing." The volume shows sizes, types
and forms of their well known machine moulded gears, the reputation
of which is so thorouhly established. "Gearing" is well illustrated and
will be appreciated by the manufacturing and power using public.
Railway Supplies, a little booklet issued by Harrison & Carey, 8oi-
So2 Monadnock, shows the various types of the W. T. C. Macallen
Company's solid sheet mica insulation, for wliich Harrison & Carey are
agents. The book is nicely illustrated and will be sent gratis on applica-
tion.
Facts and Figures Interesting to Electric Railroad Men,
(third edition), is published and sent out by Charles Henry Davis, C. E.,
consulting and constructing engineer, 120 Broadway, N. Y., and 30S
Walnut street, Philadelphia. The volume contains some 50 pages filled
with wire tables, material estimates together with some street railway
mileage statistics taken from the census reports. Some pretty pictures
in the back of the book .idvertise the firm.
Lippincott's for May has a delightful table of contents. The many
admirers of Rosa Nouchette Carey will be gratified to learn that the
complete novel in the May number of Lippincott's is from her facile and
well-tried pen. Its title is Mrs. Romney. James Cox furnishes a full
and glowing account of "New St. Louis," illustrated with cuts of a dozen
of the new buildings which have lately risen in that thriving and pro-
gressive city. Professor L. M. Haupt has a brief article on "Colone
Pope and Good Roads." M. Crofton, in "Men of the Day," gives a
sketch of Williain Morris, the poet, Archbishop SatoUi, and Secretary of
War Lament.
Six Thousand Miles Through Wonderland is the title of one of
the most artistic and interesting little books on American travel ever
issued. Starting at the Great Lakes it describes the varied and unsur-
passed natural wonders which like a train of attractions border the line
of the Northern Pacific Railway all the way to Puget Sound and then
taking the elegant steamers of the same company stop only at the icy
barrieis of the frozen north. The illustrations of the Yellowstone Park
and Alaska are specially fine and the book will be a welcome
addition to any drawing room table. Mailed free on request to Charles
S. Fee, G. P. & T. A., Northern Pacific Railroad, St Paul, Minn.
Alternating Currents of Eleciricu y, by Gisbert Kapp; price
$1.00; W. J.Johnson Company, Times Building, New York. It is with
a decided feeling of relief that the electrician looks inside the covers of
this book. Works on alternating currents have hitherto been nothing
but mathematical treatises that none but the lover of mathematics or
those possessed of considerable will power could wade through. "Kapp's
Alternating Currents," however, is a radical departure from the estab-
lished rule, and discusses the subject without the useof long unexplained
fornuilas. Multiphase currents are deservedly given a long chapter.
This popular treatise on alternating currents will undoubtedly fill a long
felt want.
Street Railway Motors, with description and cost of plants, and
operations of various systems in use or proposed for moti\e power on
street railways, by Hermann Haupt, C. E. Two hundred S by 5}.; inch
pages give some valuable researches in this still almost untouched field.
The aim of General Haupt has not been to furnish a complete treatise,
but rather to give a "simple statement of principles and their application
that will be readily comprehended by persons of limited scientific attain-
ments." The subjects considered are horse, steam motor, cable, electric,
compressed air, ammonia, hot water, gas and carbonic acid traction. It
is not proposed to give details of mechanical construction or furnish
illustrations, but rather to show results and explain principles. The
book is well worth perusal, and as a matter of reference will be found
particularly valuable. For sale by the Street Railway Review
Price, $1.75, postpaid.
Selected list of patents relating to Street Railway Inventions, granted
during the past thirty days, reported especially for the Street Railway
Review, by Munn & Co., Patent Attorneys, 361 Broadway, New
York, N. Y.
issue of APRIL, II, 1893.
Electric railway trolley, F. Heath, Minneapolis, Minn 495,035
Curve device for cable railways, J. H. Pendleton, Brooklyn, N. Y ,
and C. Tiers, New York, N. Y 495.o.s6
Tramway, W. W. Baird, Bloomington, 111 495,146
Suspended railway, B.J. Gagnier, Detroit, Mich 495,246
Car construction, G. W. McNear, Oakland, Cal 495,261
Electric street railway sweeper, J. W. Fowler and J. Hutton,
Brooklyn, N. Y 495.3='
Truck frame for street cars, H. E. Haddock, Philadelphia, Pa 495,326
Overhead contact and sivitch, C. J. Van Depoele, Lynn, Mass... 495,383
Traveling contact for electric railways, C. J. Van Depoele, Lynn,
Mass -495.443
Conduit electric railway, W. R. De Voe, Shreveport, La 495.45^
issue of APRIL iS, 1893.
Cross-over switch for electric railways, F. B. Rae, Detroit, Mich. 495, 615
Life saving device or fender, W. E. Holmes, Boston, Mass 495,632
Rail circuit closing contact, F. von Hefner Altenbeck, Berlin,
Germany 495.^74
Trolley wire fender, C G. Cleminshaw and W. H. Brandt, Troy
N. Y - 495,692
Electric railway trolley, W. Duncan, Allegheny, Pa 495,695
Cable grip, H. A. Shipp, At water, Cal 49S1S43
Safety attachment for cars, R. Bustin and T. I. McMakin, Boston,
Mass 49S.92S
Elevated bicycle railway, G. F. Brott, Washington, D. C 495.9*7
Electric trolley, J. W. Kenevel, Chicago, 111 495,940
ISSUE of APRIL 25, 1S93.
Street car track scraper, J. Goodfellow and H. A. Newell, New
York, N. Y -495.96S
Fender for street railway cars, L. J. Hirt, Boston, Mass 495.97'
Car coupling (street cars) J. M. Leitch, Amesbury, Mass 495,981
Closed condu it eectric railways, W. P. Patton, New York, N. Y-495,996
Street car heater, G. Myers, Chicago, 111 __ 496,091
Street car fender, H. B. Williams, Rochester, N. Y 496,146
Elevated friction cable railway, L. F. Cook, Tacoma, Wash. 496,188
Elevated railway system, L. F. Cook, Tacom:i, Wash 496,189
Summer car, J. M. Schatz, St. Louis, Mo 496,232
Calle railway, J. B. Smithman, Oil City, Pa 496,236
Brake for elevated railways, J. N. Valley, Jersey City, N. J .496,237
Electric railw.iy trolley, W. W. Pritchett, Ogden, Utah 496,280
Electric locomotive, C. J. Van Depoele, Lynn, Mass .496,330
ISSUE OF MAY 2, 1S93.
Fender for cars, G. Lowe, Buffalo, N. Y. 496,424
Grip for cable cars, D. E. Washington, Lumber, Texas 496,499
Elevated railway, A. C. Albertsen, Chicago, 111 496,505
Double pole trolley, T. E. Adams, Cleveland, O 496,631
Semaphore for street railroads, L E. Clawson, Battle Creek, Minn 496,639
Switch operating device, Benjamin Bartenies, Brooklyn, N. Y 496,715
Street railway switch, Daniel F. Doody, Brooklyn, N. Y 496,725
Carbonic acid gas is the latest in the list of smells
strong enough to propel a street car. Geo. H. Chap-
pelle, 143 Elm street, New York Cit}', is author and
finisher of this device and declares that it will drive all
other motive power off the track. He uses carbonic
acid gas, compressed into liquid and gets 750 pounds
pressure to the square inch when in liquid form. Heat-
ing raises it to 2,300 pounds. The engine, Mr. Chap-
pelle declares, is a self oiler, self cleaner, automatic and
powerful enough for any street car and so cheap that any
one may have a street railway in his back yard.
Trolley traction triumphs in the case of the manage-
ment of the Brooklyn Bath & West End Road.
(^ticctj\aiWay"j^yicv/
3.n
PUBLISHERS AND PROPRIETORS,
269 DEARBORN ST., - - - CHICAGO,
Pablished on the 15tli of each month.
SUBSCRIPTION, -
FOREIGN SUBSCRIPTION,
- TWO DOLLARS.
20 SHILLINGS.
Address alt Communications and Remituncts to Thb Street Railway Review
26g Dearborn Street, Chicago.
H. H. WINDSOH, F. S. KENFIBIiD,
Editor. Business Manager
CORRESPONDENCE.
. We cordially iovite correspondence on all subjects of interest to those engaged
in any branch of Street Railway work, and will gratefully appreciate any marked
copies of papers or news items our street railway friends may send us, pertaining
either to companies or officers. Address:
THE STREET RAILWAY REVIEW,
2(xj Dearborn Street, Chicago.
Entered at the Post Office at Chicago as Second Class Matter.
This paper member Chicago Publishers' Association.
VOL. 3.
JUNE 15, 1893.
NO. 6
THE courts in Oregon have ruled that cities and towns
cannot grant exclusive franchises to street railway
companies without first having secured special authority
from the state lesrislature so to do.
ACCORDING to a recent ruling of the supreme court
in Nebraska, companies operating under franchises
received from a city which latter had in turn been empow-
ered b}- legislature to fix the rates of fare ; must keep its
conductors at all times supplied with tickets to sell pass-
engers, where tickets are sold in quantity at a less rate
per ride than is charged for the single cash fare ride.
CONSIDERABLE stir has been made over the con-
struction of an electric railway' into the Gettysburg
battle field. Such a line certainly would enable thousands
to visit the grounds where hundreds do now, and while
there should be no such defacement of the presen
contour of the field as to radically change the old land-
marks we believe the line can be built without inflicting
any material damage.
A practical illustration of the direct advantages of inter-
urban electric lines is afforded in the statement of
nineteen months' business of a road in Massachusetts.
The saving to passengers in fares paid the electric as
again.st what would have been paid the coach company
under the old method was $44,468. This does not take
into consideration the thousands of dollars saved in time,
which is worth fully as much more.
THOSE persons who have been waiting to come to
Chicago until the Fair should be "ready," have cer-
tainly now no object in longer delaying their visit.
Nearly all the exhibits are now in place, and the building
least complete contains more than one can intelligently
see in a week. We can assure our readers they will not
be disappointed in any department, and that they cannot
now come too soon or remain too long.
THE Minnesota courts have decided that even a street
railway company has no authority to permit a house-
mover to blockade its tracks to the serious inconvenience
of the public where city ordinance declares that the tracks
must not be obstructed. That while the ordinance is of
great value to the street railway it was passed primarily
in behalf of the traveling public, whose rights the com-
pany as well as others are bound to respect.
AFTER spending $115,922, and nearly three years of
more or less valuable time, four of the five members
of the Rapid Transit Commission of New York have
resigned. To all appearances rapid transit would be just
as far advanced if the commission had resigned before
they were appointed. In the meantime Broadway has
been cabled, and some real first class rapid transit, with-
out any commission, has been placed on tap.
THE liberal action of the Minneapolis park board,
which has allowed the Twin Cities Railway Com-
pany wide latitude in introducing concerts, boats, and
amusement facilities at Lake Harriet, should be followed
in other cities. The board lacks the necessary funds to
equip the lake properl}', while the railway is willing to do
so on a large scale, and in return is allowed to charge a
reasonable rental for the boats, and an admission fee for
reserved seats at the band concerts. In this way the
public are served with a large amount of entertainment
which costs them nothing.
THE Department of State, in its June report from con-
sulates, publishes among other statements, one from
Buda Pesth, in which the cost of the underground system
of the Siemens-Halske Company, including rails, paving,
masonry, and all other materials, is given as $2,880 per
mile of single track. There is not so much wonder that
the daily press, or even the Department, should have
allowed the error to have passed unnoticed, but it seems
strange that several technical journals accepted the fig-
ures without question. As a matter of fact, the single
item of either rails or paving would equal the amount
quoted as the cost of the entire construction, which was
fully ten times the figures named above.
ANOTHER grade crossing accident in Chicago. For-
tunately the small number of passengers in the car
— six — limited the disaster somewhat, but one lady was
instantly killed and her body so mutilated as to be unrec-
ognizable, and three others seriously injured. As usual
it was a car drawn by horses, which the daily press of
332
(^fftied.lF^aiWay'lf^^
some cities still hold up to us as so much safer than an
electric or cable car; notwithstanding that statement of
the wisest of men that a horse is a vain thing for safety.
Had the wrecked car been propelled by electricity for
instance, the driver could have crowded on sufficient
power to have cleared the space, instead of struggling
with a team of frightened horses which terror had almost
robbed of strength; nor would he now be lying in a hos-
pital with bruised body and broken bones. This cross-
ing is one of that class on which we commented last
month as dangerous and which ought under no circum-
stances to be crossed at grade. The legislators in Massa-
chusetts, however, who are seeking to discriminate
against the crossing of one or two steam tracks by elec-
tric lines in unfrequented places, and basing their action
on an increased danger of electric cars over the old horse
cars on such crossings, will not find much to bear out
their claims in the unfortunate disaster mentioned.
heaviest in business districts, and in such we fail to see how
the walking habit is greatly to "prolong life, lessen doc-
tors' bills, and render people more happy and contented."
AMERICANS who live in cities are too fond of rid-
ing in street cars," comments an eastern daily, and
thereupon proceeds to demonstrate that most of the ills
which alflict modern man and woman are due to the
street car riding habit. This is emphasized b}^ the state-
ment that one and a quarter million passengers are the
daily average business of the surface and elevated roads
in New York City alone. Short riding particularly
comes in for special censure, and the "loss of appetite,"
"active circulation of the blood," and "strengthening of
the muscles" which the rider would have received had
he traveled as did his great forefathers, is greatly
lamented. The busy business man of to-day is not in
business for his health. To him minutes have an actual
monetary value which he can figure out to a cent, and he
rides not so much to save his strength as to save his time.
For the laborer who has been laying bricks all day in a
hot sun, or the shop girl serving time behind a bargain
counter, or the clerk in bank and otllce, that "strengthen-
ing of the muscles" process to be derived- from a four or
five mile walk home after 6 o'clock does not present the
rosy hue that exists in the eyes of the theorist. Modern
city life has unfortunately increased the number of those
who must labor indoors, and greatly restricted the hours
and opportunity for living in fresh, pure air. But right
here the mechanically operated street car steps in, and by
greater speed reduces the time formerly required in
travel, and not only increases by an hour or more per day
the time which the worker may spend at home, but pro-
vides inviting carriages which, for a very small charge,
afford a long ride to parks and inviting breathing places.
The moral and sanitary advantages which the improved
systems of street car transportation have brought to the
great mass of working people is neither fully appreciated
nor realized. The undisturbed conditions under which
the early Knickerbockers strolled about their sha dy gar
dens and farms 200 years ago are very different to a
plunge into the teeming arteries of trade, where excite-
ment fills the air, while the pedestrian is carried along
hard stone walks under a broiling sun. Short riding is
THE action of the United States court in closing the
gates of the World's Fair on Sunday is little less
than a public calamity. It is a significant fact that with
the exception of a feeble minority, those who have been
most urgent in demanding the Sunday closing are peo-
ple who have not yet seen the Exposition, and as they
will be convinced when they do come, are not now in a
position to judge the question in any spirit of fairness.
Of our personal knowledge we know not of a few cases
where visitors who are very strict in their observance of
their religious convictions, who when they had been here
a few days and began to realize the beauty and majesty
of the fair, became as pronounced in their expression that
it would be as great a sin to shut the gates on Sunday as
they previously believed it harmful to open them. The
press of the citj', the business and professional men, a very
large proportion of our largest churches and the influential
clergy unite with the great army of workers in the demand
for open gates. The most urgent objectionists are a few
narrow-minded bigots and the combined strength of the
gamblers, the saloonkeepers, and those who are operat-
ing resorts of the lowest and most pernicious character.
The closed gates of the Fair cannot but divert thousands
into these gates of hell, as has already been demonstrated,
and result in the accomplishment of more evil than the
misguided moral objectors can undo in years, if ever.
The closing of the World's Fair on Sunday is a national
calamity.
A GREAT deal has been said and a very erroneous
impression gained as to the extortionate charges
levied on visitors to Chicago and the exposition. This
has been partly due to the determined and overzealous
stand taken by the Chicago press in showing up and
denouncing extortion wherever attempted, and the result
has been a general correction of abuses where such existed.
While of course in a great city like Chicago there are
always costly accommodations for which patrons may go
as high as the most extravagent may desire, it is but fair
to state that such accommodations and prices exist through-
out the year and cut no figure whatever with the great
mass of the traveling public. Our accommodations are
more than ample, and the erection of new hotels has been
carried to such an unwarranted extent that their very
number has solved the question of rates in the consequent
competition. The thousands of private residences which
have offered desirable rooming facilities has had a bene-
ficial effect on room-rates, and the restaurants have made
no effort to elevate prices. Not a few of our callers at this
office have expressed great surprise at the reasonable
charges which are being made, and the satisfactory qual-
ity of entertainment received. It is a further item of
information that for private rooms and restaurant board
the cost for parties of two is but slightly in excess of what
is usually charged for one, and as a well known street
(^tu£t^^(a^Uvav^%^'ie^*^
333
railway man who is here with his wife remarked to us the
other day, "It is cheaper than living at home and we shall
remain three weeks instead of one as we intended."
THE famous litigation in the case of the Los Angeles
cable road reached a decision, though by no means
a final one, on May nth, being handed down by Judges
Wade and VanDyke sitting in joint session.
The Los Angeles Cable Railway Company was organ-
ized under the California laws, on July 13, 18S7, and the
company proceeded to cable several horse lines which it
had absorbed. When the new construction was well
under way the cable company found itself unable to com-
plete the road and in January of 1889 the property was
purchased by eastern capitalists, mostly of Chicago, with
C. B. Holmes as president.
After purchasing the road it was discovered that the
peculiar laws of California, unlike those of other states,
makes a stockholder forever liable for his pro rata of debts
incurred by a company during the time he is a stock-
holder of record thereof. Hence a new corporation was
formed August 22, 1889, under the laws of Illinois, and
entitled the Pacific Railway Company. The stockhold-
ers of the $2,500,000 of Los Angeles cable stock
exchanged it for an equal amount of Pacific Railway,
between the dates of September i and December 20,
1889. On April, 1890, the road was turned over to a rep-
resentative of the Pacific Railway and on the next day
the new company entered into possession of the property,
retaining it until placed in a receiver's hands which was
on February 20, 1891.
While the company's rights and property are attacked
from various directions, the litigation clusters largely
around a suit brought by the Northwestern National
Bank, for the recovery of $100,000, which that institution
loaned the old Los Angeles Company in June, 1889,
taking its pay in a note given by the Pacific Railway
under date of October 16, 1800. When this note came
due it was extended on July 21st, 1890, and the non-pay-
ment of this note occasioned suit to determine the responsi-
bilities of the stockholders.
The court rules that the organization of the Pacific Rail-
way Company was illegal, and that the Los Angeles
Cable Railway Company is still in existence. That the
acts of the Pacific Railway were illegal and void as are
also the transactions founded upon the same. The loss
to the Chicago stockholders is over $2,000,000. The
road has been ordered sold.
THE citizens of Detroit and the Detroit Citizen's
Street Railway are deserving of great sympathy;
the municipal government of that city of the highest
censure. Detroit plodded along for years with the
street railway service of an overgrown country town.
At last eastern capital was interested in its behalf and the
old Detroit City and several smaller lines were sold to
the new .syndicate— the Citizens'. The chief factor in
the sale was an extension of thirty years which the old
road secured about two years before its corporate exist-
ence expired. Acting in perfect good faith the new
company was allowed to enter into possession and to
invest a large amount of money. Then began a sys-
tematic warfare on their new benefactors, and every pos-
sible effort, in which Mayor Pingree specially distin-
guished himself, was made to hamper and cripple the new
enterprise. A crisis was finally reached May 29 last,
when the United States Court handed down a most
remarkable decision. Judge Swan dissenting, in which it
was declared the new company ceased to hold operative
title to all but two minor lines, on May 9, 1893, which
was the date of expiration of the state charter of the old
Detroit City Railway. The mayor and city authorities
indulged in a ghost dance of ghoulish glee over the vic-
tory (!) and proceeded to give the thumb screws another
twist by offering one-sided terms to the new company.
As a startling violation of good faith and common busi-
ness honesty the action of Detroit is unparalleled. Had
the gendemen who were led to invest their several mil-
lion^ in giving the city the biggest boom it has ever
had, supposed they were to be sandbagged in this
manner, no inducements could possibly have secured a
penny of their money, and Detroit would still have been
twenty years behind the times. The effect is not con-
fined alone to that city, but affects several others in the
state of Michigan.
Within the past week the people of that city have been
slowly awakening to a reahzation of the true condition of
affairs, and to quote from a Detroit daily, "Dullness is no
name for the condition of the real estate market, and dis-
gust fairly expresses the frame of mind in which the deal-
ers find themselves." The chief reason given is the
"street car trouble." Not another dollar can be expended
in continuing the gigantic system of improvements already
well under way, under the present condition of affairs.
Apparently the advance in values in real estate amounting
to many millions, and due wholly and entirely to the con-
struction of electric lines by the new company, count for
nothing. As a splendid instance of stupidity and short
sightedness this Indian-gift policy of the city is supreme.
Mayor Pingree by his over zealous, misguided and fool
policy has much to answer for, and it would serve the city
right were such a thing possible, for the Detroit Citizen's
to withdraw every dollar it has invested there. The
only honorable action left for the city council is to immedi-
ately pass a new ordinance giving the new company an
exact conveyance of rights equal in every way to that
given the old company and extending for the balance of
the thirty years, which the old ordinance of 1889 was sup-
posed to give. The case will undoubtedly be carried to
the supreme court of the United States. In the meantime
business and values are unsettled and the business men of
Detroit are beginning to see the error of their ways. The
results of this grasping policy on the part of the city should
furnish a moral and an example to other cities which fail
to see that in dealing fairly and liberally in the grant of
franchises to railway corporations they are advancing
their own interests in a certainly larger ratio.
334
^kejd,if{aA>S^fu\Q^^
HALF FARES,
Interesting Facts from All Parts of the Country Boiled Down for
Busy Readers.
Baltimore's City & Suburban Electric was success-
fully tested May i8.
The Baltimore City & Suburban opened its North
avenue electric line May i8.
Baltimore street cars must all be equipped with
fenders within the next lOO days.
Newark's Consolidated Traction Company wants to
lay track on i8 routes, new and old, if the Board will
allow it.
It is counter report current that Pasadena's electric
roads are not consolidated, but that the scheme is being
worked.
A SILVER spike was the first to be used in the new
Goshen-Elkhart line in Indiana. President Newall offici-
ated at the mall.
A BILL is pending in the Pennsylvania legislature
limiting the carrying of freight on electric railways to
200 pounds for each package.
The Erie Avenue Passenger Railway Company, of
Pittsburg, dissolves after six months of corporate exist-
ence. J. n. Riggs was president.
C. W. Wetmore, of the Rockefeller syndicate, is the
newly elected chairman of the executive committee con-
trolling the Villard system in Milwaukee.
The Buffalo, North Tonawanda & Sanborn Electric
has elected L. F. W. Arend, president; Lewis I. Payne,
vice-president; Lee R. Sanborn, secretary.
W. P. Bending, of Columbus, Ohio, is the inventor of
a new life guard, which consists of a netting of wire sur-
rounded by a strong frame. It is being tested locally. ^
The cable and Wooland avenue consolidation at Cleve-
land has acquired the soubriquet of the "little consoli-
dated." Napoleon said that the truly great had nick-
names.
AsuuRV Park, the New Jersey summer resort, finds
new use for its railway circuit in "lilling" up storage bat-
teries for the various electric launches, now becoming
popular.
The electric railway now being built at Muscatine
comprises six miles of track to be laid with 48 pound T
rail. The General Electric 30 horse-power motor equip-
ment will be used.
The Midland ordinance, which has so long worried
Chicago councilmen, has finally 'fessed up its backers,
who are ex-county clerk M. W. Ryan, Henry McGurren,
and William Fitzgerald.
Cleveland detectives recently apprehended two line-
men who confess to the robbery of the Canton, Ohio,
Street Railway Company. Money to the amount of $125
was taken in several small quantities.
Another railway scheme appears at Inndianapolis in
the person of Geo. W. Stone and Hiram W. Miller.
These gentlemen are said to be promoting a syndicate
that is promoting a road through the suburbs.
G. Wilbur Hubley, electrical engineer of the Citi-
zens' Traction Company, Pittsburg has resigned his posi-
tion to accept the position as superintendent of the Louis-
ville Electric Light Company, of Louisville, Ky.
The transfer system of the Baltimore City Passenger
will be changed when all cars are running. The present
system pays for transfers and extends them a day. The
new system will be free transfers and time limits.
The new syndicate that consolidates the roads of Day-
ton, Ohio, is officered as follows: President, D. B. Coffin;
vice-president, C. B. Clegg; secretary, W. H. Simms.
The company is known as the City Street Railway Com-
pany-
A .smokeless oil burner, the invention of the Rev.
Wm. H. Ziegler, of Anderson, Ind., is now on exhibition
at 1440 Broadway, New York. The machine is said to
take up little space and of course, is powerful enough to
run the earth.
■ The New York Electrical Society reports 309 mem-
bers and the following officers: President, Jos. Wetzler;
vice-presidents, F. B. Crocker, Nikola Tesla, M. M.
Davis, C. E. Emery and C. O. Mailloux; secretary,
George H. Guy.
A New York L guard recently found a can of what
proved upon expert examination to be brains. It is sup-
posed that some medical student left them in the car by
accident. In gentle irony can and contents were sent to
the rapid transit commission.
The Oakland & Alameda electric is now in opera-
tion and the following officers chosen: President, W. M.
Rand; vice-president. Colonel F. H. Meyers; secretary,
S. H. Bass; directors — E. S. Denison, V. H. Bailey, W.
M. Rank, F. II. Meyers and H. Bass.
A Philadelphia lawyer's wife recently' stopped the
progress of setting railway poles by spreading her crino-
line skirts over the newly dug holes. Ten hours she
stayed, but during the night the enem}' came and sowed
30-foot poles and her labor was for naught.
The Pittsburg Electric Club elects officers. May 6, as
follows: Morris W. Mead, president; vice president,
John Campbell; house committee. Dr. Adolph Koenig,
Prof. H. P. Ecker, E. P. Austin; membership committee,
John E. Ridall, G. H. Blaxter and D. W. Dunn.
(^ticd/l^^mWayj^VtcW*
335
On a horse line in Kansas the following story is told
of an elderh' gentleman who rode out to a cemetery one
Sunday. When asked by the driver if he wished to
return to the city he replied : "No, I am too old to under-
take the trip. The graveyard is handy, and I guess I
will stay right here."
President D. F. Lewis returns to Brooklyn City
duties after a pleasant two weeks at the World's Fair and
declares the same to be "the biggest thing ever put
together by the hand of man." Mr. Lewis lefuses to
talk on the recent lease of the Brookly City or upon his
future relations with the same.
A New York joke. — On a Broadway car recently
the driver was looking very intently at the new cable
working in the slot. A driver of a green car coming
from up town noticed him and said: -f'Hello, there!
Whatcher doin', droppin' a nickle in de slot to see de
cable work?" "Naw; I'm lookin' fer Jake Sharp."
EcL.vr does not explain the character of the opening
of the electric road at Muncie, Ind. The beauty and
chivalry, eloquence and intellect of the town was simply
opened wide to welcome the electric current that takes
the place of the steam dummies. O. S. Kelly, of Spring-
field, O., is one of the chief backers of the company.
George F. McCulloch is general manager and W. C.
Gotshall, superintendent.
Some fiendish fool has from time to time amused him-
self by throwing stones through the windows of the Can-
ton-Massillon, O., interurban cars. The local authorities
efforts ended fruitlessly, so President W. A. Lynch, three
policemen and twenty-live angry and armed citizens laid
in ambush for the miscreant. He was not caught, how-
ever, but a permanent patrol is now watching the line.
Four attempts have been made to wreck the cars.
Sometimes loose frogs interfere with schedule time,
but the New York cable railway was stopped by a lot of
speckled perch, weighing from a half pound to a pound.
When the engineer attempted to turn water into the
boiler at the power house the water wouldn't run, and to
investigate, the man unscrewed the pipe connection with
the Croton main, to discover the pipe filled with the
above mentioned specimens of piscatorial research.
Syndicate after syndicate is being formed and the
latter part of May sees the coagulation of $4,000,000
capital to handle the produced power (that is to be) of
Niagara. The bill gives rights to the company to trans-
mit power, heat and light for any purpose, at any voltage,
and in any quantity, anywhere in New York state.
Rochester, Syracuse, Utica, Rome, Schenectady and
New York will be in the line of the first attempts.
Siou.x City's faiures of the last month affected street
railways to a greater e.xtent than was at first suspected.
On May 15, A. F. Nash, a heavy stockholder in the Siou.v
City Street Railway, asked for the appointment of a
receiver and Jas. S. Peavey, was qualified under $50,000
bonds to fill that position. The total liabilities are
$750,000. The company owns among the best fran-
chises in the city and 35 miles of operated road, equipped
electrically. The stock is held mainly in Sioux City.
The street railway employes are in a hard, hard row
of stumps. Their labor organization is split in twain,
and each of the two disinterested "friends of the laboring
man" that lead the respective factions make it hot for the
fellow that doesn't hold his ticket. To avoid these
unpleasant results a number of the men have taken out
tickets on both factions. Law and Bowen are the lead-
ers of the factions, and the former, strangely enough,
seems to be the "bowen of contention," while the latter
will not conform to the "law."
LARGEST SUBURBAN SERVICE IN THE
WORLD.
THE perfected arrangements of the Illinois Central
Railroad for operatmg through express trains
between Van Buren street and the Exposition
grounds are undoubtedly the most extensive and com-
plete ever made. Two tracks, extending close to the
lake all the way, are devoted to this service, and as no
"TEN CARS ARE DRAWN IN ONE TRAIN.''
streets are crossed at grade, trains are run through with-
out stop, making the eight miles in twelve to fifteen
minutes. As many as 10 cars are drawn in one train;
each car seating 96 persons. The terminal facilities are
such that a full train load has been discharged frequently
in 22 seconds and loaded in 30. The cutting off the
engine and attaching another at what was the rear of
train occupies but 37 seconds, hence the ability of the
company to operate trains of 10 cars each every two
minutes. Were all their 300 special cars in use the
seating capacity would be 57,000 per hour, or over a
1,000,000 per day. The local suburban trains stopping
at each station are good for 200,000 more a day. There
has not been a day since the Fair opened in which the
transportation facilities were not more than ample.
386
(^lAcctj\aiU%-j^A/m/
^i
mjmms
F. C. Mason, of Brooklj'n, N. Y., was a World's Fair
visitor of the past month.
P. C. AcKERMANN, of the American Electrical Works,
was a late Exposition visitor.
W. J. Johnston, wife and family of New York, were
June visitors at the Exposition.
R. J. B. SiiARi'E, of Dick, Kerr & Company-, London,
represents that old established firm at the Exposition.
The attendance is constantly increasing and the total
receipts for May exceed the first month of the Centennial
by $125,000.
George Daulton, of the Peckham Motor Truck &
Wheel Company, assists Sales Agent P. S. Bemis at the
Peckham exhibit.
Waterman Stone, superintendent and general man-
ager of the Kansas City Elevated, spent a few days during
the month at the World's Fair.
Paul H. Pages, New York, is holding the fort for
John Stephenson Car Company, Ltd., in "street car
row." Mr. Pages is an artist of repute.
Frank C. Ma.son, late of the Telegraph Bureau of
Police and Excise, New York, is honorary assistant of the
Bureau of Electricity of the World's Fair.
John Stedman, of Rochester, N. Y., has a beautiful
transfer ticket of his own design on exhibition in the
"Row." It is in use on thirty roads. The model is done
in silk and is five, feet long.
President Page, of the Page Belting Company,
Concord, N. H., and one of the national commissioners
of the World's Fair, spent several davs in Chicatro, on
both official and personal business.
?r^=,i«|ij!
The Midway Plaisance affords many scenes and
pictures of foreign life, which are diffcult of access even to
the American traveller abroad. A trip through the Mid-
way is next to going around the world.
John SchBurer, the Exposition representative of Van
Der Zyphen & Charlier, the German car builders, has
returned to Germany to stay until the last of August.
Mr. Charlier will spend two months in Chicago.
W. C. Clark, general agent and assistant treasurer
of the Westinghouse Electric & Manufacturing Company,
Pittsburg, spent a few day.s of last week in Chicago visit-
ing the World's Fair and starting his family for California.
C. S. Van Nuis was a June visitor in street car row.
He was arranging the exhibition of a fine line of his Ajax
switches, Fulmen lightning arresters, and the complete
display of the specialties made by A. and J. M. Ander-
son, of Boston.
The flag pole in front of the Washington state build-
ing is 260 feet high, top tapering uniformly from a dia-
meter of only 32 inches at the base to 14 inches at the
top. It was cut from a fir tree 300 feet high, weighs
sixty tons, and one mile of rope was required in raising
it to present position.
The Fair is now open on three evenings in the week,
Tuesday, Thursdajr and Saturday, until 1 1 o'clock p. m.
Nearly all the buildings are open and lighted, and band
concerts, search lights and the electric fountains con-
tribute to the splendor of the White City, which is even
grander at night than in the day.
Some aesthetic thief had the good taste one night
recently to purloin and maliciously convey away one of
the very pretty lamp shades of the Jones closed car in
the Transportation annex. The lamps and shades were
furnished by Smith of New York, and the thief is here-
by assured that he got a good article.
The exhibit of the Standard Railway Supply Com-
pany is not only a credit to that company, but is attract-
ing a great deal of attention from both street railway men
and the public. Their handsome car heaters suggest
visions of warm rides next winter, and no visiting man-
ager should fail to see this display, which is in aisle L, n,
between 11 and 12, Transportation Annex.
(jjrtxcd/j\aUw!ay"j^yI<^
337
THE BARRE SLIDING RAILWAY.
THE curiositj' aroused by the wooden superstructure
stretching the full length of the Midway Plaisance
on the south side, is now assuaged by the news
posted in various quarters that it is the Barre Sliding
Railway, described in particular by the Street Rail-
way Review last year. The final completion of the
Barre slider has been until lately problematical, but the
floating of new bonds and the set-
tling of some minor matters, brought
^^**fe in enough of the very necessary
KMteJM money to complete the arrangements.
jHj^^D The power house for the sj-stem
■^^r is now ready to begin operations,
^^^^^^^^ and the tanks and outlets for the
^^M — ^^^^ water are about settled in position.
^H[ ^^^^r The pipe line and condensers have
^%^P^^ been in position for some time.
A. BARRE. The view presented here shows
the motor truck with the reserve
condenser in position, together with the skates and rails.
portrait of IMr. A. Barre, the French engineer who has
followed out the details of this work and perfected it
under his own name. Mr. Barre and his son are both
UARRE SLIDING CAR.
connected with the construction of the line. The line will
be interesting both as a novelty io traction and as demon-
strating methods new in this country.
The World's Fair visiting list of the Railway Equip-
ment Company, Pullman building, is as follows:
Wm. B. Given, president Columbi.a (Pa.) Electric Railway.
Arthur Bergtheil, Bergtiieil & Young, London, Eng.
Frank Bloom, manager Tiffin (O.) Electric Railway.
MOTOR TRL'CK AND CONDENSERS — BARRE SLIDING RAILWAY.
Further down the track may be seen four cars, sub-
stantially as shown in our engraving. The cars are made
by the American Car Company, and follows the
European plan of side opening. They are good, solid,
substantial cars, and well furnished besides, as all the
American Car Company's cars are. Without doubt
there is something in a name, for each car bears the name
of one of the four cities of Chicago, New York, St. Louis
and Milwaukee.
The new management promises that the finishing
touches of the work will be placed by July, and all com-
ers to the Plaisance may then take a hydraulic ride to
the ends thereof. We are pleased to present this time a
S. Russell, Duplex Rail Company, New York.
Wm. S. Downey, Schuykill Traction Company, Pottsville, Pa.
R. F. Ogilvey, Field Engineering Company, New York.
W. A. Stadelman, man.-iger Bristol (Tenn ) Belt Line Railway.
James A. Jackeon, Sioux City (la.) Rapid Transit Company.
F. B. Black, Citizens' Street Railway Company, Mansfield, O.
A. B. Wetmore, Detroit Citizens' Street Railroad Company,
F. G. Jones, manager Citizens' Street Railroad, Memphis, Tenn,
Guido Panteleoni, Westinghouse Electric & Manufacturing Company,
St. Louis, Mo.
James Lillie, Escanaba (Mich.) Electric Railway.
Witten McDonald, president North East Street Railway Company,
Kansas City, Mo.
W. R. Proudfoot, superintendent Janesville (Wis.) Street Railway
Company.
C. M. Cobb, president Kankakee (Ills.) Electric Railway.
William McKinley, Bay City (Mich.) Consolidated Railway Company.
338
(^WctlF(ailAv^9\eylc^
THE ELECTRICITY BUILDING.
NEXT to the Mining Building and facing the
lagoon on the north stands the Electricity Build-
ing, the artistically useful expression of the idea
by Van Brunt & Howe, architects, Kansas City. Stand-
ing next to the Mining Building, which seems of the
same architectural significance to the common people,
the building does not show to its best advantage in a gen-
eral view, although to a particularized glance the detail
is apparent to the most ignorant.
The length of the building north and south is 690 feet,
with a width east and west of 345 feet. It is 114 feet
high, and has a floor space of 76,000 square feet in the
gallery, and of 128,000 on the main floor, giving in all an
expanse of 5J-2 acres of floor on which to place exhibits.
The beautiful south entrance is a hemicycle, flanked on
each side by a loggia 115 feet long, giving a porch of
230 feet. In the middle of the hemicycle stands the
of the structure is shown by a test of 200 pounds to the
square foot on the ground floor and 150 pounds on the
gallery floor.
The working force of the department is now: ]. P.
Barrett, chief; Dr. J. Allan Hornesby, assistant chief; J.
W. Blaisdell, general superintendent; W. W. Primm,
engineer; N. S. Hawley, assistant to Mr. Barrett; T. R.
Lombard, assistant to Mr. Barrett; and Geo. J. Henry,
also assistant and master of the rolls, to whose kindness
we are indebted for our correct list of the exhibitors, and
to whose knowledge of affairs exhibitors say they are
saved much tribulation from the dense ignorance which
prevails in some quarters of the department.
IN THE GALLERY.
The doctor and newspaper man rubs shoulders with the
French and German purve3'or of pianos and cymbals,
and the hungry multitude in general lind a modern
mecca here.
ELECTRICITY BUILDING. NORTH FRONT, VIEWED FROM THE NORT\JrEST.
gigantic statue of Franklin, representing the great Amer-
ican triumphant, with the kite string in his hand and
touching the key. Carl Rohl-Smith is the author of
this magnificent work. On the border of the hemicycle
stands the legend, Eripuit Ciclo Fithncn Sccplrumijtic
Tyrunnis. Above in the panels appear designs of tasty
and appropriate conventionalities, and below appear the
names of Daniel, Ampere, Galvani, and others of the
famous, while on the sides of the building and at the
north end the same idea of the roll call of electricity is
carried out.
The building is of the Italian renaissance school, being
a combination of the Corinthian and Ionic orders.
The north view, which shows in our engraving, gives
us two bays and a small porch, fronting on the lagoon,
and a favorite lounging place for the tired sightseer of
an afternoon. The building was begun Februarjr, 1892,
and finished September of the same year. Its contractors
were Arthur Johnson & Bro., of Omaha, and the strength
THE ATLANTIC CABLE.
In the gallery on the west side, the Commercial Cable
Company has an exhibit which seems to be placed there
with the exclusive intent of destroying our childish faith
in the legend that cable messages are received by flashes
of light. The Commercial Company, to accomplish this
object, has a neat booth in which is placed a sending and
receiving instrument of the most improved pattei-n. The
west instrument represents the American shore and the
eastern the European side. The resistance is placed at
2,300 miles, and all the business is as thoroughly trans-
mitted as if it cost fifty cents a word.
The siphon recorder with which the accompanying
cablegram was written, is the invention of Sir William
Thomson, Lord Kelvin, and consists of a rectangular
coil of silk covered wire and a powerful magnet. The
coil is suspended between the poles of the magnet and
when excited by the electric current from the cable
(^StMidrj^aAwh^j^^
339
swings on a vertical axis. Its movements are recorded on
a paper ribbon drawn out at uniform speed before the
point of a tine glass siphon no thicker than a coarse
human hair. This siphon leaves a trail of, ink on the
paper ribbon which the intelligent expositor is able to
translate at will. A speed of 250 or 300 letters a minute
can be constantly maintained. The delicate adjustment
SOUVENIR AlJ^c CABLEGRAM.
M0t WoF(lP'5
©lic^following Sabl2graiTi received byltjefouiMWCiAL (Table.
Co> Systern, in the Gallerj/of the Qecrrigityguilding.
COMMERCIAL
TELEGRAPHER
RAILWAY REVIEW.
of the instrument and its accessories we can not touch
upon for lack of space. Two automatic senders are dis-
played and intelligent attendants explain to the crowds
the mysteries of the ocean telegraph.
Cray's telautograph.
On the west side of the entresol of electricity, Professor
Gray has established a complete telautographic station,
where a working force of telautographic artists send
messages and draw conventional designs for the benefit
of hoi populoi who throng the booth.
The young man who telauts the graph send the accom-
panying figure and the name of this magazine thundering
1^
TELAUTOGRAPHIC DISPATCH.
Assent. Asreceivt'd.
down a 5-mile resistance and the Street Railway
Review did the rest.
The space occupied is W, 5 entresol.
An historical display was for a time spread upon the
boards illustrating the advance of telautography, but
linding it cumbersome it was packed up and returned to
Highland Park, where Professor Gray has his labratory
and a larger line.
THE electrical PIANO.
After all was done, and very much more said, it was
discovered that a fine large blank area, some say a
blankety blank area, was found in the northwest part of
the gallery, and after due deliberation the electrical piano
was installed, to give a shadow of reason for filling up the
space with a motley collection of pianos and organs and
wind instruments of various sorts.
Messrs. Gaveau, A. Bord, Henri Herz and Ruch, all
of Paris, have from 10 to 15 instruments each installed
here, and wall space of large area filled with cases con-
taining flageolets, pipes-of-pan, and other music makers,
including half a dozen pretty French girls who attend the
exhibits under the chaperonage of an elderly lady from
the department of the Seine.
Continuing our trip southward we come upon the bold-
flowing whiskers that betoken the presence of Dr. Owen,
who holds the electric belt. The magnetic influence of
the belt is strongly felt by those who stop to see them
work. Several people are engaged in the manufacture
of the articles of the Owen brand.
GENERAL VIEW OF THE SOUTH HALF OF THE NAVE OF THE
ELECTRICTY BUILDING.
On the opposite half of the west gallery are five hand-
some booths known as newspaper row, where contem-
porary electrical literature is prevalent. The Electrical
Review, the Street Railway Journal & Gazette, of New
York and Chicago; The Electrical Engineer, The West-
ern Electrician, Electricity, and Industries, occupy spaces
here, flanked on the north by " Actina," a sure electrical
remedy for all diseases to which flesh is heir, and on the
south by the very complete and interesting measuring
instruments and dental displays.
At the south end of the gallery the Edison laboratory
has placed an operative exhibit of phonographs with
young lady operators.
THE C. W. HUNT COMPANY.
Hunt
veyor
THIS company has a fine display of labor saving
machinery in Transportation Annex, at Y n, Z s,
between posts 8 and 9. Here may be seen the
noiseless conveyor in operation. This con-
has found great favor in the sight of large
power users, notably among the street railway men,
where coke or coal is used as fuel. The Broadway
cable power houses have been equipped by the Hunt
Company. Another interesting part of the display is a
rack railway used for taking cars from one grade to a
higher. The one shown represents the operative railway
at the Balbeck Smelting Works. Geo. D. Stonestreet is
the World's Fair representative as well as resident agent
in Chicago with oflice 315 Manhattan building.
340
(joUectiJxailw^lf^Vlc^
THE EDISON DIRECT COUPLED UNIT.
THE various specimens of direct connected power
units on exhibition in the various mechanical dis-
plays at the World's Columbian Exposition are to
a surpassing degree interesting to the electrical and
power using fraternit}-.
In Machinery Hall on the south side and near the east
wall stands one of the largest of those, which we are able
to present to our readers this month. This unit consists
EDISON DIRECT COUPLED UNIT.
of an engine built by the' Southwark Foundry & Machine
Company, of Philadelphia, and is a noble specimen of
their skill in constructing this large tj-pe of engines.
The floor space occupied by the engine is 15 feet 6
inches and 27 feet and the piece is 21 feet high. The
condenser is built in the bed plate, thus saving so much of
valuable space on the floor. As this is an unusual con-
struction it will no doubt be a feature worthy of special
study. The engine bed is a strong eight foot foundation
of brick and concrete solidly built up. The machine, as
the reporter saw it turning over, gave surprisingly little
vibration.
The cylinders are 22 J^ inch, 33 '4 inch and 53^^ inch
by 36 stroke. These diameters are closely calculated in
order to get equal work on each cylinder. The Corliss
valve gear, dash pots and the piping of the machine are
perfectly adjusted and made in the most perfect pattern.
The steam pipe is eight inches in diameter and the exhaust
18. The machine was designed by J. C. Henderson,
chief engineer of the Edison General Electric Company,
whence the name Edison type, and the builders are, as
before mentioned, the Southwark Foundry & Machine
Company, of Philadelphia. Two 400-kilowatt multipolar
dynamos are direct coupled to the engine, furnishing
power to the Electricity building. The armatures are 107
inches in diameter and weigh 12 tons, and the speed.
when in operation, is 100 revolutions per minute, running
at 150 volts. The whole affair weighs about 500,000
pounds.
Near this giant unit are four regular Edison dynamos;
of 150 kilowatts each, driven by Ball compounds and
Armington & Sim's engines. The switch board gov-
erning the plant is of marble, 23 feet long by 11 high and
contains the dynamo switches as well as the distributing
current and controlling apparatus. The current is distri-
buted on the Edison three wire system in underground
tubing.
• AN ELECTRIC CAR OF '47.
THE Farmer Electric Railroad of 1847, or as the
hand bills called it the electro-magnetic engine was
a very primitive affair, as may be seen from the
engraving, which shows the reconstructed original now
on exhibition among the displays made by the Western
Electric Company in the Electricity Building.
The car and motor are on the west side of the aisle
on the east side of the building, backed by the Bell Tele-
phone building and surrounded by the most improved
children of the evolution which has followed.
The rails of the railway were of cast iron, two feet in
length and of the fish belly pattern, that is, the depth of
\irrT^
THE FARMER ELECTRIC CAR OF 1^47-
the rail in the middle is about two inches, while that of
the ends was about an inch. Rails were five-eighths of an
inch thick and set on wooden sleepers gooved for the pur-
pose. The head flange of the rail was a little more than
}^ of an inch and the depth rather more than l4 of an
inch. Enough of these rails were laid to extend across
the hall when the lecture on electric traction was to be
recited as per the hand bills given out.
On these rails ran two cars, a passenger car and a
locomotive. Each car was about four feet long and
one-and-a-half feet wide. The frame of the car was
cherry about one-and-three-quarlers inches wide and
deep. The passenger car, as may be seen, held two seats
(^Xud/l^^oUwIay-j^yl^
341
facing each other and set on C springs. The seats, the
original of which are on the Exposition model, were nicely
upholstered.
The wheels of the car are of cast iron and six inches in
diameter, with flanges of about a quarter of an inch.
The locomotive, as remarked, is of the same general
A CORNER IN THE ELECTRICITY BUILDING SHOWING PART OF THE
WESTERN ELECTRIC EXHIBIT.
construction as the car. In those good old days 48 cells of
the Grove battery did duty for motive power, for as the
old song says, generators
"Were not invented.''
The cells were pints and connected up in series. These
were placed in a box and carried on the car. In front of
the box was the motor, exactly counterpart of the one
shown today. It consists of a cast iron skeleton wheel of
perhaps a foot in diameter and a rim about i Yz inches
wide and one-fourth inch thick. Twelve electro-magnets
are attached to the outside of the rim. The magnet cores
of the original were wrought iron, making a U magnet.
On each arm of the magnet is a coil of copper wire cov-
ered with cotton thread. The axis of this armature is
supported on two vertical posts rising from either side of
the carriage, as seen by our engraving. Beneath the
wheel are three larger magnets supplying the fields, this
middle one being shorter than the other two. The two
larger magnets are inclined at an angle so that the arma-
ture magnets come into circuit, so that one armature
magnet and one field magnet are always in circuit in
series and tending to pull the wheel forward or back-
ward as the position of the commutator requires. The
arrangement of the commutator so as to shift the circuit
gives the engine backward or forward motion. The
principal claim of Professor Farmer's car is that it was
the first to allow this arrangement.
The car is a curious affair and the original attracted
great attention in those early days, as Professor Farmer
and his brother carried it on exhibition from one town to
another, explaining its action and prophesying great
things for electric traction, prophesies that have since
been more than verified. It cannot but be a matter of
general regret that Professor Farmer should not have
been spared a few more months of life to be present at
his exhibit as he had so earnestly hoped and expected.
THE BELKNAP MOTOR COMPANY.
ON the ground floor of electricity, at section E,
space 2, the Belknap Motor Company, of Port-
land, Me., has a nice exhibit under charge of
Manager Geo. Brown of that company.
The reorganization of the company has placed it on a
firm financial basis, and its large factory is one of the
most important electrical industries of Portland. The
goods displayed are shown artistically' and the tasty sign
at the north end attracts the attention of every passer-by,
WHERE BELKNAP MOTORS DRIVE.
while the whirlwind from their fan causes the banner to
flutter in the breeze and snap triumphantly. The power
mills for grocers and other light manufacturing purposes
are made for 500 volt railway circuits, and all street railway
men are invited to call and investigate the rapidly grow-
ing industry. Selling power from railway circuits has
been earnestly advocated by the Street Railway
Review, and the Belknap Motor Company will tell you
more on the subject.
AN OLD TIMER — TRANSPORTATION BUILDING.
342
<^t{cctli\aUw2iy' J^ylii^
STIRLING BOILER WORKING EXHIBIT.
THE biggest boiler plant in the world, illustrated
some time since by the Stueet Railway Review,
contains in its vast power creating capacity a full
presentation of the possibilities of the Stirling boiler.
Our en (graving is from a wood cut detail of this great
plant, and shows in particular the part taken it it after a
hard fight and consequent victory by the Stirhng people.
Their exhibit is a most creditable one, and consists of
three separate and distinct plants, aggregating 2,800
horse power, comprising two separate batteries, each
containing two boilers of 400-horse-power, in the main
boiler room; one battery of two boilers of 400-horse-power
each, in the boiler room annex; and one battery of two
boilers of 200-horse-power in operation at the Libbey
Glass Company's exhibit in the Midway Plaisance.
The main plant is in the extreme west end of the big
boiler room, and presents by reason of its white and sil-
ver paint a clean and handsome appearance.
STIRLING EXHIBIT IN MACHINERY HALL ANNEX.
The general construction is that followed by the Stir-
ling Company, and consists, briefly, of three upper steam
drums, and one lower mud drum, respectively 36 and 42
inches diameter, all connected by 3j<(-inch tubes, which
are expanded directly into the drums, and so bent as to
allow for the varying degrees of expansion and contrac-
tion. In one end of each drum is a 16-inch manhole
faced elliptically, against which a plate may be fitted
and held in place by wrought steel bolts. The removal
of these manhole plates gives access to every tube in the
boiler, and the drums are large enough to enable a man
to work inside conveniently. The water is fed into the
rear upper drum, and flows through sixty tubes to the
mud drum beneath, coming in contact in its descent with
the ascending gases, and becoming heated to a sutllciently
high temperature to cause the precipitation of magnesia,
lime and other solid matter that the water may contain,
into the mud drum beneath. As a result the two front
rows of tubes are filled with chemically pure water, and
all danger of scaling is thereby removed.
There is no cast metal used in the construction of the
boiler, in consequence of which a higher pressure may be
carried with absolute safety, and without danger of
explosion. The boiler is subjected to a cold water test
of 200 pounds when erected, and is guaranteed by its
manufacturers to stand a steady working pressure of 150
pounds.
The oil fuel used attains the end of cleanliness, and
altogether the exhibit is one in which the Stirling people
may take pride, and the visitor will inspect with profit
and pleasure.
WASHBURN & MOEN.
THESE wire factors are placed in the extreme
north-east corner of Manufacturers' Building.
Their space is 40 by 40 feet, and one of the larg-
est individual exhibits in the building. Handsome arch
columns of white, upon the top of which are mounted
large urns and flags, give a gala appearance to the entire
display. A Corinthian column 45 feet high graces the
center of the structure, at the top of which is an Ameri-
can eagle and a number of incandescent lights. At the
foot of the column is a street railway wire exhibit, con-
sisting of a reel of i}{-inch cable for cable railway
work. The reel is loj^-feet high. Grouped about are
eight show cases containing the finished material in all
forms, such as clock snrings of the most delicate texture,
lock springs of heavier type, flexible lamp cord, annealed
WASHBURNE-MOEN EXHllilT.
copper wire, and bare and insulated copper cable. Bicycle
and sulky spokes and steel instruments made by the
company are shown in every variety of style. Wire
nail spikes and staples, and wire in all sizes and shapes,
round, flat, octagonal, hexagonal, and every other
'agonal, from cable to bookbinders' wire, is displayed to
the delight of the craft. Over the show cases containing
the above designs rise six columns of wire each 10 feet
high. These columns are handsomely decorated and
show to the best of advantage the immensity of the wire
trade and tiie part played by the Washburn-Moen
people. A cap of wire surrounds the top of these col-
umns and is lipped with tempered clock springs. Sup-
ported by these rises a column surmounted by an Ameri-
can eagle.
<^oticcty\ailM^j^ayicW*
34:i
Facing the north are the exhibits of the electrical field
showing feed wire, trolley wire, and all styles of conduc-
tor wire. Miscellaneous wires and rods close the exhibit
and our description.
The exhibit was designed by Herbert Smith, of Wor-
cester, and is a credit to him and to the company.
THE TOWER OF LIGHT.
ON June I the magnificent Edison Tower of Light
was unveiled and illuminated, and all eyes were
turned to the center of the Electricity Building,
where glowed and sparkled and blended the running
colors of the electric light, softened and changed by the
multi-colored globes. The tower is the design of Luther
Stieringer, and erected by the General Electric Com-
pany.
"THE TOWER RISES i O A HEKjHT OF ^2 FEET."
The tower rises to the height of 82 feet, and is sur-
rounded at the base by a circular pavilion 32 in diameter.
The shaft is cylindrical, with the buff surface represent-
ing various conventional designs in lamps. The lamps,
which pick out the pattern, are 4,000 in number, incan-
descent 5 c. p., red, white and blue as to color. At the
top of the tower is a huge globe, weighing half a ton.
It measures 8 feet high and 4 feet in width. The prisms
in it are each about three-fourths of an inch in diameter,
and 30,000 pieces of crystal are used. It is a beautiful
object.
Under the pavilion, which is supported on Ionic col-
umns, is a fine collection of the wares of the Phoenix
Glass Company.
The circuits of the lamps are so arranged that the
lights can be thrown on or off at will, and the subdivision
of the circuits carried out with the utmost nicety. The
work required three miles of wire. The lamps are
placed four in series, on a 114-volt circuit.
GENETT AIR BRAKE EXHIBIT.
THE Genett Air Brake Company have a very
attractive exhibit in their space, in the air brake
section of the Transportation Building. They
have a truck made by the Taylor Electric Truck Com-
pany, mounted with General Electric W. P. motors, and
raised from the floor so as to operate the wheels.
Attached to the axle is one of their new style encased air
compressors, the "Broncho," which is piped to the reser-
voirs and brake work of the car, same as in regular ser-
vice. Air gauges are attached to the cylinder heads of
the compressor, and also a gauge has been placed on
each of the reservoirs, which plainly shows the operation
of compressor and storage of air in reservoirs. When
the motors are started, the turning of the wheels operates
the compressor, and it takes about forty revolutions of the
wheel to fill the reservoirs from o to 32 pounds pressure,
which is the maximum amount carried. When this pres-
sure has been reached the governor cuts out the com-
pressor in such a manner that the pointers of the gauges
attached to the cylinder heads point to o, showing that
the piston is moving freely and not working against the
pressure, while the gauges on the reservoirs show the
full pressure of 32 pounds as stored within them. The
controlling valve is then turned, and the air pressure
applies the brake shoe to the wheels. This requires three
pounds of the storage pressure in the reservoirs; the
brakes are then released and the motor started again, but
the gauges on the pump cylinder heads remain stationary,
pointing at o, and show that the compressor is not work-
ing against the pressure in starting, even after air has
been used to stop the car, until the wheels are under full
headway, when the compressor automatically cuts in and
restores the few pounds that have been used in stojiping.
This requires just five turns of the wheels to furnish.
The company also have one of their pumps attached to
an air hoist, showing a capacity to lift one thousand
pounds, raising and lowering it with perfect ease a dis-
tance of \'\ve feet, with an air pressure of 32 pounds. The
air pump furnishes this supply along with the brake
power of the car. This is a new feature of handling
heavy castings in railroad shops, or large manufacturing
344
(^\Mld)H^Awjay\}\^^/l(^
plants, by merely placing one of their pumps on a revolv-
ing shaft in the factory and utilizing the air pressure for
this purpose.
Street railway men will find it to their interest to visit
their exhibit, for it certainly furnishes them with the full-
est information regarding this air brake, and enables them
to see at a glance the little power required to operate
the compressor, and the great amount of brake force
produced.
The company have a regular attendant, who is pleased
to furnish full information and answer any questions. A
similar exhibit is placed in connection with the General
Electric Company's exhibit in the Electrical Building.
THE WESTINGHOUSE RAILWAY EXHIBIT.
NEXT to the Bell telephone temple with the
priestesses of Bell, pardon this biblical pun, to
the north thereof, stands another octagonal
temple erected to the Westinghouse railway exhibit.
The direct driven method of generator connection is
illustrated bj- the "kodak" unit, which consists of a i6
and 27 by 16 inch Westinghouse compound engine, con-
nected by a flexible coupling to a standard four pole
railway generator. The generator and engine rest upon
the same bedplate, the frame of the generator being
electrically isolated from the engine by means of a wooden
sole plate and insulated shaft coupling. This kodak
unit is a standard 270-horse-power.
Opposite the kodak is a four pole belt-driven generator
of 400 horse-power. This shows the Westinghouse
style of belt driven generators for railway work, differ-
ing from others only in size, and in having outboard
bearings which are not placed on smaller machines.
Two generator armatures are shown, illustrating the
method of winding the iron clad armature, and also show-
ing the difference between windings on direct and belt-
driven generators. These armatures also show two
methods of commutator construction.
Upon a table in the area are displayed an assortment
THE WESTINGHOUSE RAILWAY EXHIBIT, SHOWING DIRECT COUI'LEU UNIT.
The design is pleasing to the e^'e and the interior will be
restful to the railway man as he wanders in and reclines
on the comfortable chairs. Ranged about this center is
the Westinghouse railway exhibit, consisting of a line of
standard type apparatus. Here may be seen the types
of single reduction motors, parallel and series, parallel
systems of controllers, direct connected and belt driven
generators, and in fact all the details of standard West-
inghouse equipment for power station or car.
The general idea of the exhibit is to illustrate principles,
types and workmanship of regular commercial street
railway apparatus. To attain this end both generators
and motors are shown with full complement of detail,
but no attempt has been made to show machines of all
standard types, although all types shown are standard.
of generator details, including shunt and series field coils
a marble-top incombustible field rheostat and a complete
brush holder, with the latest ribbon spring carbon holder.
The Brownell Car Company, of St. Louis, also joins
the Westinghouse procession just here with an Accelera-
tor car, 20 feet in length. This car is equipped with
standard 30-horse-power motors, series parallel control-
lers, incombustible diverter, and latest designs in lightning
arrester and minor car devices.
John Stephenson Company, limited, have placed a
beautiful joint exhibit with the Westinghouse fold, in the
shape of a well equipped closed car which takes its place
next to Brownell.
The car stands convenient to observation on the north
side of the display, and under it runs a pit, through which
^^Hicd/li^iWci^'lf^e^^
345
visitors may walk to examine the method of wiring the
car and mounting the motors. The car is furnished com-
plete, even to the neat fare register, manufactured by the
New Haven Car Register Company.
On another part of the space are two motors mounted
upon a truck manufactured by the Sheffield Velocipede
Car Companj', of Three Rivers,
Michigan. This truck is supported,
with wheels clear of the floor, and is
wired up to controlling apparatus
mounted upon a table near bj^ This
truck and equipment illustrate the
method of mounting motors followed
by the Westinghouse, and goes to
demonstrate their claims of noiseless
operation.
Several motors mounted upon
racks afford an opportunity to examine their mechanical
construction and methods of operating motor fields. One
Mr. McCrosky is 25, a westerner, and graduate of
Nebraska State University. His connection for the past
two years has been with the railway department at Pitts-
burg, to which he has shown great adaptibility.
THE GENERAL ELECTRIC RAILWAY
EXHIBIT.
J. w. m'crosky.
JUST south of the magnificent tower of light illustra-
ted in this issue, is space H, 2, which contains food
for thought for every intelligent street railway man
who comes within the arches of the temple of electricity.
For here is a complete resume of the modern practice in
street railway work as followed by the great General
Electric Company.
Lieutenant E. J. Spencer, whose portrait appears here-
with and who is special World's Columbian Exposition
minister plenipotentiary of the General, from the Lynn
factory, takes especial pride in this remarkable display
HIE GENERAL KLELIKIC RAILWAY EXHIBll
of these motors runs with its top field piece thrown back,
to facilitate the gratification of the curiosity of those who
wish to see the wheels go 'round.
On another table is shown in detail the "works" of the
motor and car equipment, while there is also displayed a
complete line of switchboard details, embracing switches
of various sizes, meters, circuit breakers, and other con-
trolling and measuring apparatus, together with the Key-
stone air blast and tank lightning arresters. All switch-
board apparatus, it may be well to state, is mounted on
marble bases and designed for connections behind the
board.
The display is a complete one, well arranged, and dis-
tinctive, without being pyrotechnic in its design.
The engineer in charge of the installation is J. W.
McCrosky, one of the Westinghouse bright young E. E's.
which is surely a complete essay on electric traction,
illustrated realistically from the generator to the trolley
fixtures.
All standard General Electric types are shown in this
space, which is divided by a row of five generators. The
center generator is a large 300-kilowatt multipolar,
flanked on either side by a loo-kilowatt multipolar and a
200-kilowatt multipolar. These show ordinary sizes, but
he who would inspect the extraordinary has but to board
an intramural train to the |iower house, where a 1,500-
horse-power generator is driven from a 2,000-horse-
power Allis-Corliss. Ranged on the outer edge of the
space and beginning with the north end of the west
entrance, the visitor will observe a Taylor truck, upon
which is mounted two W. P. 30-horse-powcr motors.
This truck is also equipped with a Genett air brake,
Ufi
(^|yied/9\ailM^9\eyl£\\^
SPENCER,
Special Exposition Agent for tiie
General Electric.
showing its method of attachment and illustrating the
economy of space claimed for it. This is a joint exhibit
with the truck and motors. Standing on a table near by
is a 30-horse-power S. R. G. motor, intended to show the
type. The next, continuing around the circle, is a W. P.
30, mounted on a joint exhibit with the Stephenson wood
frame truck, showing, as each of these joint exhibits does,
the appHcability of the General Electric system to the
various makes of trucks on the market.
The next in line is a S. R., F. 30-horse-power, mounted
on a McGuire truck running on Griffin wheels. A Bemis
truck is the next in the proces-
sion, and at this writing awaits
two of the new G. E. 800 mo-
tors referred to on another
page of this issue.
By this time the visitor is at
the east side of the exhibit,
where an Intramural truck may
be seen, upon which are mount-
ed two L., W. P. 2o's. The
horse-power represented is 130
each. These may be seen in
operation upon any Intramural
train, or Engineer Macloskie
will explain them to a greater
extent at the Intramural shed. The motors are meant
for 200 amperes at 500 volts, as previously stated in the
Review. The truck is, of course, a Jackson & Sharp.
Near the truck is a railway air compressor, shown in
detail. This device is the New York straight air brake,
in use also on the Intramural.
At the center of the truck exhibit there is on Wharton
track work a Robinson radial truck, holding two W. P.
50's. This exhibit is to be operated.
While the truck and motor exhibit
is interesting to the practical electric
railway man, the center piece of the
exhibit will attract the attention as
well of the man contemplating a
change to electricity. For upon a
stand here is represented, to the
minutest detail, the wiring and frame
of an electric motor car. The frame
motor mounting is represented dia-
grammalically in veneer, while the
main cables, trolley pole, wheel and stand, the lamp
sockets, controller, main switches, lightning arrester,
kicking coil, resistance and minor wiring is all down in
the actual. Upon the other side, south, the standard type
of railway overhead material is shown, to the last insulator.
Surmounting all is the trolley pole, as a banner proclaim-
ing the nature of the exhibit. An electric headlight, and
signal lights, red and green, are shown here, as well as
upon the Robinson radial truck.
The exhibit is such as the General Electric would be
expected to make, and does great credit to every depart-
ment represented.
Genera! Electric.
The gentleman in charge of this installation is W. D.
Young, B. S. (Cornell) who is from the Schenectady fac-
tory.
The other railway displays of the General Electric will
be upon the yet-to-be-built exhibit track, which we hope
to describe at some later date.
C. Densmore Wvman, for so many years vice-presi-
dent of the Central Park, North & East River Rail-
way, of New York, but since the consolidation of that
line with the syndicate lines, general manager of the
Electric Launch & Navigation Company, of New York,
is now established in his very pleasant oflices in the south-
east corner of the gallery of Electricity Building. The
company of which Mr. Wyman is manager have the con-
cession for the operation of electric launches on the lagoons
in the Fair grounds, and have a fleet of fifty now running
and he will be pleased to receive at his office the calls of
his many friends in the street railv.'ay and rapid transit
world. As president of the New York State Street
Railway Association Mr. Wyman's fame is more familiar
in the west than his face, and it may be said that his
western residence has changed neither the former nor the
latter. After next November Mr. Wyman expects to
return to street railway circles, and from some opportuni-
ties offering it is not unlikely he will remain in the west.
"I am much pleased with your city and witli its magnificent Exposi-
tion,'' said Mr. Wyman to a Review man, "and as well pleased with the
west and its people. My street railway experience has given ine the
needed experience to manage water transportation, and our present sys-
tem of electrically propelled boats, as well as the electrical exhibits shown
in the Fair, gives nie an opporttmity of studying the subject of electric
traction in all its interesting details. I anticipate great pleasure in exhi-
biting to my railroad friends our unique and novel system, and one
wliich is not only a present splendid success, but is undoubtedly destined
to become deservedly popular upon the waterways of this counti-y.''
DETAIL FROM ELECTRICITY BUILDING.
Pullman's palace street cars are ranged along next to
the palace steam cars. Several designs in side entrance
and double deckers are displayed, and the Patton motor
is being placed in a double decker. The cars are all in
dark mahogany, and beautiful specimens of the car
builder's art.
<^\n^J^^^[^^J^^Q^/\^
347
THE FIRST CABLE CAR.
MOST interesting to cable men of any exhibit in
the Transportation Building, is the original
Hallidie car in the California Wire Rope
Company's display. The original grip, a Claj' street
trailer, and a section the first conduit, challenge the admi-
ration of the cablemen and the wonder of the lay citizens.
The rail is light T set on cast iron yokes, spaced to
four feet. While the spaces between the bottom and part
of the sides are walled with sheet iron, the upper portion
of the sides and the top are protected bj' timber. The
tube thus formed is about 22 inches deep and 14 wide.
The slot opening is seven-eighths of an inch wide, or
more, and set close to the right side of the conduit.
THE FIRST CABLE TRAIN.
The grip car is about 12 feet long and the trailer has
perhaps, a 14-foot body.
The grip, which can be seen through the conduit, is
made so that the center of the gripping jaws is in the
center of the tube, and the slides holding the jaws work
horizontally by means of a wedge attached to a vertical
rod working up and down by means of a screw and nut
in a hand wheel.
On the outside of the cars and conduits appear the
later improvements in grips and levers substituted for the
screw.
The whole affair is in marked contrast with Stephen-
son's new 33-foot Broadway cable exhibited in the same
section.
BURTON'S ELEVATED ELECTRIC.
ON the west side of the Annex, rather obscured by
large cattle cars, is a little elevated railroad 20
feet in length. On this structure is C. C. Bur-
ton's model of an elevated electric railway train 10 feet 6
inches long, intended for high speeds. The model is a
beautiful piece of work in nickel plated steel and shows
the method of driving to the best advantage. L. E.
Holden, of Beloit, Wis., and G. M.Ludlow, of Elgin, 111.,
are said to be interested financially in the patent. It is
expected that a companj' will be formed to make the
building of an experimental line assured.
NAVAL EXHIBITS IN TRANSPORTATION.
NAVAL exhibits in the Transportation Building
will attract many of the curious visitors who
enter the Golden Gate. A model of an English
man-of-war looms up on the south end of the main build-
ing, and boats, canoes, caravals, junks, and catamarans
go to show that the sailors' life is not departed from the
thoughts of mankind. The minor accessories of ship-
building are shown in every detail, while glass cases con-
tain complete models of every noted war ship and pas-
senfier steamer that floats.
A MUCH VISITED EXHIBIT IN THE PENNSYLVANIA STATE BUILDING
PRIMITIVE TRANSPORTATION.
ELECTRICITY and steam will be offset and dis-
tinguished by a large number of displays of the
primitive conveyances of Europe and America.
One of the features of the gallery is a line of donkeys,
"saddled and bridled and ready to start," if 'twere not
"SADDLED AND BRIDLED AND READY TO START.'
for the previous removal of the motor and interior wiring
of the animals. Although they are stuffed the careless
visitor gives a start as he comes unexpectedly behind
those swift and treacherous little heels.
348
(^lii£d/li\ailwiiy-j^ylevv^
THE FUEL ECONOMIZER AT THE
WORLD'S FAIR.
THERE is now in established operation at the
Intramural power house, Jackson Park, a device
which is attracting the attention of every engineer
and power user who visits this beautiful and suggestive
modern steam plant and electric power house of the Gen-
eral Electric Company.
The device in question is the Green Fuel Economizer,
designed and built by the Fuel Economizer Company, of
Matteawan, New York. This method of fuel economy
is not, as many suppose, a new and untried affair, since
gold medals have been awarded it at fourteen industrial
expositions, beginning with the London fair of 1851.
Fuel economy has of late years, however, been a more
burning subject, if our readers will pardon the pun, since
better boiler construction, a growing scarceness of fuel,
and a wider appreciation of the advantages of all econ-
engraving of which is herewith presented, it will be
clear enough to state that the economizing plant here con-
sists of 704 pipes divided as to number on either side of
the stack and directly back of the boilers. Each pipe is
9 feet high and 4^ inches in diameter, thus holding
eight gallons of water. The pipes are vertically cast in
order to give the greatest strength and obviate blow
holes, which would be fatal to the end desired of super-
heating the water. Many similar devices have been made
using the ordinarily cast tubes, but in each case blow
holes or more serious trouble has ended their usefulness.
The fuel economizers' pipes, however, are as remarked,
vertically cast, five-sixteenths of an inch thick and tested
to 350 pounds pressure per square inch, and to 3,000
pounds per square inch bursting pressure. This actually
precludes the possibility of accident, as the circumstances
will not permit the bursting pressure.
The Babcock & Wilcox boilers in use at the Intramural
power house are of 3,000-horse-power, and the gases passed
FUEL ECONOMIZER AT WORLDS FAIR, FROM I'lIOTOfiRAI'll TAKEN DURING CONSTRUCTION, -SIIOWINI. ONE MlT UI I'll'Iis EXl'OSKD.
omy in larger plants has become a factor in power use.
To these, causes the power users of the west have to
return thanks for the better dividends resultant from
greater economy in the power room.
The fuel economizing apparatus, as has been hinted,
is now for the first time being vigorously pushed in the
west, because the western power user is becoming more
numerous and the power used is becoming greater, thus
demanding more modern machinery and better methods.
The very simplicity of the apparatus seems to argue
for its more extended use, consisting as it does of a
a series of connected upright pipes holding the boiler
feed water. These pipes are placed in some convenient
place where the waste but heated gases from the furnace
may pass among them, heating the water and then pass-
ing to the stack, having the last redeemable portion of
heating energy wrested from it before dissipation in the
atmosphere.
To describe the Intramural economizing plant, a good
to the bottom of the stack through a center vent. This
vent has however, been closed, leading the gases through
two widely separated ports to a chamber immediately
back of the flue where the two stands of 352 pipes are
located. Here the heated gases and air come in imme-
diate and constant contact with each pipe, and after doing
is uttermost duty here passes into the outer air utterly
useless, as it should be.
The constant circulation of the heated eases amontr
the pipes filled with feed water accomplishes two, and is
capable of three, important functions. First, as heater
and purifier, the temperature of the feed water is raised
to a proved average of 259° Fahrenheit, the water entering
at 90°. Cases are on record of a much higher average.
Naturally any sedimentary matter settles to the bottom of
the tubes and is easily blown, scraped or washed out as
occasion or condition of the water may require. Sec-
ondly, there is a constant supply of water heated above
boiling point for constant use. The third and possible
(^txed^9\aiWay-j^ylcW'
349
use of the economizer is one that will touch the street
railway man in particular, and makes it peculiarly appli-
cable to the wants of the class of power users included
among cable and electric railway men, as it holds always
in reserve a large supply of water at the evaporative
point ready for immediate delivery to the boilers. For
instance after the rush trip of the morning the engineer
at the railway power house banks his fire and prepares
for the usual business of the middle part of the day. At
three o'clock a storm may rise and orders come from the
office for more power and powerful quick. The result is
that steam is crowded, to the waste of fuel, cost of
machinery and delay in time. With the economizer the
feed valve may be closed after the rush time which, when
sudden demands come, may be opened giving sufficient
steam for the heavy draft. It is with this idea that the
Brooklyn City Railway has ordered, and is now having
world. Constant improvement has been made in the
construction of the economizer, to keep pace with the
advance in other lines, although the original simplicity
and effectiveness of action has always been retained.
The economizer is especially adapted to compound con-
densing engines and improving types. When the gases
leave the boiler by the top flue, as in the Heine type,
the economizers are placed directly over the boiler, thus
saving the floor space.
The American street railways using the economizer
are, so far, the Brooklyn City, the Montreal Street
Railway Company and the Intramural at Jackson Park.
The economizer may be seen in operation at Section
25, Column K, 22, Machinery Hall, where its parts are
displayed and its advantages related by the Exposition
representatives of the firms, Stanley Green and B.
Pearson.
'grand terminal railway station at world's fair.
installed, a plant of 6,000 pipes for use on 15,000-horse-
power boilers.
The chief claims as to construction made by the com-
pany are broadly three. First, whatever the construction
of the boiler the economizer may be applied, its saving
capacity being from 13 to 25 per cent of fuel. Sec-
ond, the vertical casting in dry sand molds, and the use
of Green's conical lid joint, insure perfect safety. Third,
cleanliness; as each economizer is provided with scrapers
running the whole length of the pipe and kept continu-
ally working up and down geared to some convenient
shaft, or to a small engine provided by the firm. An
improved automatic clutch reverses the action of the
scrapers. The economizer is universally recognized in
Europe by the engineering authorities and government
inspectors as much as the boiler is in this country. It
is already applied to 150,000 boilers throughout the
THE GRAND TERMINAL STATION.
THIS magnificent building is one of the last com-
pleted, and lies directly south of the Transportation
Building, with the Administration Building to
the east, and the train sheds to the west, where the
extensive terminal tracks are. Along the outside cornices
appear the names of all the great railroad cities of the
country.
The trunk and suburban lines entering Chicago are
now running excursion trains direct to the grounds and
using the Terminal station which is one of the finest and
best appointed depots in the world, and cost $250,000.
There are thirty-five tracks in the train sheds and arrange-
ments are all perfected for the rapid handling of business.
The ladies' parlors and the restaurants are beautifully
furnished.
350
(^\jwdv{aiybyj^^^^
THE CHAS. A. SCHIEREN & COMPANY
EXHIBIT.
THE long horned bovine that has made the Schier-
en sign for so many years is not absent from the
World's Fair exhibit of that enterprising company,
which is constantly remarked by the throng which passes
and repasses section D, space 3, Electricity Building.
NO. I. — ENGLISH BELT OF 183O.
The exterior of the booth is a pavilion form of the
Greek temple, made of leather link, which gives an effect
of artistic merit as well as of advertising value.
Inside the pavilion are rolls of belting for electric work
NO. 2. — ENGLISH BELT OF 1S4O.
set upon their ends, lying upon their sides and standing
on each other in profusion. Among the most interesting
sights is a case of curiosities in the belt line probably
not elsewhere equaled. Herein contained are forty
NO. 3. — ENGLISH EDGE CUT — OLD &TVLE.
specimens, of the belts of all ages some of which, through
the kindness of Mr. Schieren we are able to illustrate.
Number i shows the original old style belt of 1830,
before high speed engines were called up to generate
NO. 4. — ENGLISH STEEL BOLTED BELT.
electricity. Its joints are laced and riveted and no
cement was used. This specimen is English.
Number 2 is the old style belt made in 1S40, with riv-
eted and sewed joints. It is also English, you knoA'.
Number 3 is an improvement on the other styles and
marks the era of heavier service. It is the old style of
edge cut leather belt of English make put together with
steel bolts. Number 4 is English made after the same
NO. 5. — ENGLISH LACED JOINT.
Style. Here strips of leather are joined edgewise with
steel bolts and flexible center joint. Number 5 is the
English laced joint. It is also cemented while Number 6
is a modern cemented and riveted short lap joint. Num-
NO. 6. — MODERN SHORT LAP JOINT.
ber 7 is a wax thread and riveted joint of American manu-
facture, while 8 shows a dovetail joint of Yankee skill.
Number 9 is a section of electric belting from a double
belt with endless copper wire screws. It contains a coat of
N<1. 7.
-AMKKUAN KlNKIEil lOlNT.
electric stufllng. Number 10 is the patented form of the
electric perforated belt familiar to us.
Number 11 is a peculiar link belt with bolt heads placed
inside of capsules to give transverse pliability. It is of
English make.
NO. 8. — AMERICAN DOVETAIL JOINT.
Another curious American specimen is number 12,
which is a patent round link belt made in 1886. Number
13 is an American patent joint leather link belt, while
number 14 is a piece of the patent compressed leather
link belt so familiar to Schieren's friends.
^ticctiF^iWa)'9\eyiW*
351
The lack, of space prevented of much more extended
exhibit of belt curiosities, but it is safe to say that a more
unique collection of belting curios does not exist any-
where. To the thoughtful ones this collection is some-
thing more than a number of pieces of leather joined
together. It represents an era in power transmission, a
NO. 10. — ELECTRIC PERFORATED BELT.
change for the better compelled by the tremendous pro-
gress of the last thirty years in transmission of power and
emphasises the anxiom before reported in this magazine
NO. II. — paCULI.\R ENGLISH LINK.
that improvement is the order of our progressive age.
The entire display including as it does types of the very
latest in belt manufacture, especially for electric uses, is ni
NO. 12. — PATE.NT ROUND LINK — A.VIERICAN.
every way worthy of the Schieren Company, whose pro-
ducts have earned an enviable record at home and abroad.
Mention should not be omitted of the jumbo belt which,
NO. 13.— AMERICAN PATENT JOINT LEATIIEU LINK.
like a mighty sentinel, towers above the heads of visitors.
It is a three-ply, 200 feet long by 96 inches wide, and
weighs 6,000 pounds. Four hundred and fifty cattle
gave up their lives and hides to be thus represented at the
World's Fair, and the services of 12 men were required
to make it. An account of its magnitude, shipment to
NO. 14. — PATENT COMPRESSED LEATHER LINK.
Chicago was on a flat car, as it could not be loaded into
a box car.
HALE & KILBURN'S EXHIBIT.
ONE of the most artistic and beautiful exhibitions
of indu.strial art shown anywhere in Jackson
Park is the monument to the taste and work-
manship of Hale & Kilburn, the car seat manufacturers
of Philadelphia. The space occupied is catalogued as
D, 6, Transportation Building, and here arranged on a
carpeted floor are specimens of the handiwork of Hale &
Kilburn. At the south end of the space is a triple pedes-
tal, bearing each a car seat.
The pedestal itself bears description, as it undoubtedly
attracts more attention than anything else in the immedi-
ate area. It is painted beautifully in ivory, and a panel
in each of the three parts represents respectively Decora-
tion, Woodwork, and Upholstery. The three figures are
the creations of Designer Meyer, of the Hale & Kilburn
factory. Mr. Meyer is an artist of no mean talent and
education, as his work testifies. The figures are beauti-
fully done in oil and typify the aesthetics of the car seat
and car decorating business. In fact, to the cultivated
taste it is a matter of pleasant surprise that so high a
degree of art is lavished upon what have been in times
past considered as beneath the attention of the true artist.
Now both poetry and art find their fullest appreciation in
the ranks of commerce, and commercial art as well as
commercial journalism is rising to a point where it is
recognized in the best circles of their respective profes-
sions. At the middle of each pedestal and above the
designs appear the legends New York, Philadelphia and
Chicao-o, showing the repositories and branch houses of
the firm of Hale & Kilburn, and surmounting all is the
name and superscription of the firm. The design is
handsome and the work such as Hale & Kilburn are
expected to show.
WALWORTH POLE EXHIBIT.
IN connection with the General Electric exhibit, the
Walworth Manufacturing Company has several
different types of its well known poles for various
light and railway purposes. These are plainly labeled,
and attract the glances of the various light and railway
supply buyers who come into the building.
352
(^Wd.j\aiWti^j^ytc\/
THE JONES CARS.
IN "street railway row" — which being interpreted is
aisle L — on the north side thereof and about midway
down the Transportation annex, the visiting brother
may see two handsome and workmanlike exhibits of the
skill of J. M. Jones' Sons, of Troy, New York.
This attractive and beautiful display of the car builder's
and car decorator's skill consists of two cars either of
The advantages claimed for this car door are three. Easy
opening and shutting of the door, easy and safe exit and
ample ingress and egress for the crowd.
The interior of the car is beautifully finished in rich
mahogany, hand carved; the panels on the doors and
partitions being so arranged that a decided inlaid effect
is obtained.
The ceilings are of quartered oak decorated in gold and
colors. The deck glass is a white design on blue, with
JONES' NINE SEAT OPEN CAR AT WORLD'S FAIR.
which is sufficient to show that Jones' Sons are not only
pioneer car builders but pioneers in every improvement
in construction and decoration.
THE CLOSED CAR
is an i8-foot body, six-window type of the standard make,
wired and framed for electric service. It is mounted on a
ample room for the displaj' of decorative, fancy and sani-
tary comforts since there are five large and two small
ventilators on each side. The Wilson ventilator adjus-
ter is in use on this car, greatl}' simplif3'ing the trouble of
regulating the 'fresh air fund' by a single action. The
three center vents on each side bear the words, "The Jones
Car." The end vents are similarly lettered.
THE.i JONES
JONES' CLOSED CAR AT WORLD'S FAIR.
Taylor electric truck, which is an interesting joint exhibit.
One of the prominent features of this car is the new
double door, designed by the Jones' Company. This
door is opened or closed by the opening or closing of
either half, the action being transmitted to the other half.
Instead of paneled foot boards the seats are supported
by maple spindles with a view to electric heating. The
seats and backs are upholstered in blue plush and the
sashes are fitted with neat window casings and enclose
French plate glass.
(^tied.l?^aiW<iy5^^iievv^
353
The main body panel of the car is finished in blue with
gold striping and designs. The bottom panel harmon-
izes in orange.
The finish around the windows and the pillars on
the outside is the natural ash varnished, with designs
on the top and bottom. The whole effect outside
and in is beautifully congruous and effective as well
as durable.
The platforms are large and roomy, facilitating the
handling of the crowds. The trimmings are of solid
bronze polished, throughout. The car is fitted with radial
draw bars, malleable iron buffers, Wilson's improved
sand box, Jones' ratchet brake handle, Burrow's car
shades, Jones' window strips, foot gongs and signal bells
THE OPEN CAR.
has five reversible seats and four back-to-back seats
The ends are closed and the type standard. This car is
also electrically wired and is mounted upon a Bemis
truck.
The design and finish of the open car is in no wise
inferior to the one above described. The interior is fin-
ished in maple with cherry mouldings; the backs of the
reversible seats are spindled in maple.
The panels of the back-to-back seats are in cherry.
The pillars, arches and seats are finishedjn the natural
wood, varnished, and present a neat appearance.
Three drop sashes in either end of the car are fitted
with French plate glass. This is a noticeable feature of
the car. Each side of the car has a covered link chain
running from pillar to pillar to
protect passengers by necessi-
tating their getting on and off
at the proper side of the car.
A snap in the center disjoins
the chain when necessary.
Handsome brown roller cur-
tains running in guides adjust
themselves to any desired
height, the guides preventing
them from flapping in the wind.
The various adjustments of the
window shades give the car a
most artistic and pleasmg ap-
pearance to the passer by. The
seven ventilators on each side have a white design on an
orange ground. The center vents as in the closed car
bear the names of the makers. A very clean effect is
produced in this car by the decorated white birch ceiling.
The panels are painted a medium tan with gold designs
having black edging. The sill is painted olive, striped.
All the trimmings are in solid bronze and the minor littings
as in the closed car are of the best.
Taking the two cars together the general effect is at
once striking and each car separately is a complete ency-
clopedia of modern car building. No street railway man
can afford to pass L, North 14, 15 without stopping to
examine the vehicles and talk to J. M. Jones, who has
them in charge.
TRANSIT A LA GONDOLA.
J. M. JONES,
In charge of Exliiliit.
BY no means among the least attractive sights at
the Fair are the fleet of fifty gondolas, imported
with their swarthy gondoliers from Venice. Pro-
pelled by two oarsmen who work standing and pushing
''PROPELLED BY TWO OARSMEN."
the oar from them, the gayly decorated craft glide noise-
lessly along the lagoons and afford a pleasant rest for the
weary traveler. The charge is 50 cents per passenger,
and the boats carry from three up to a dozen persons.
ELEVATED RAILROAD BRIDGE.
ONE of the prettiest pieces of construction to be
found on the Alley L in Chicago, is their steel
truss bridge which spans the numeroils tracks of
the Illinois Central railroad at Sixty-third street, near the
main entrance to the Exposition grounds. As the Central
"THE SPAN IS 229 FEET LONG."
tracks were recently raised to allow the electric line of the
City Railway to pass below, the conditions required a
high bridge. The span is 229 feet long and 30 feet in
height at the middle. It carries two tracks and is 21 feet
in the clear above the Illinois Central.
The Ultra Law and Order Society of Pittsburg re-
cently created a sensation by a threat to arrest a large
number of car drivers for violation of the Sunday blue
law of 1794- No action has, however, yet been taken.
354
(^ti£<d/9\aiWiiy'll^Vle^
A HANDSOME EXHIBIT.
General Sales Agent in charge
Lainokin Exhibit at World's Kair.
DIRECTLY adjoining the open car of the Lamo-
kin Car Company which was described last
month is a closed car of the same make that has
attracted no less attention than its open brother.
The car is of the closed vestibuled pattern, as may be
seen by the accompanying engraving, and stands in pleas-
ing distinction by the side of the open pattern and against
the huge bulk of the Lake Shore freight carriers.
The body length of the vehicle is i8 feet, with 4-foot
3-inch vestibules. The roof is of the steam car pat-
tern and runs the full length of the car. In the roof are
fourteen ventilators, seven on either side in the deck.
These ventilators are beautifully figured in frosted glass.
The ceiling is done in antique oak, handsomely and gen-
erously embossed with silver
settings. The interior is finish-
ed in antique quartered oak,
while the solid oak doors are
fitted with rich panels with deep
sash. The seats are in keeping
with the wood work and are
upholstered in old gold plush
with window drapings to match.
Spring roller curtains and
French plate glass windows,
with beveled edge with ground
stripe along the edge add to the
inside appearance and the out-
side ensemble.
The end doors are placed at one side so as to allow
free access for the prospective passengers, from the
thin young man who runs to catch the car to the fat
old lady who alwaj's gets on after the platform is full.
The wide and roomy vestibules afford unobstructed
entrance for passengers. The vestibules at either end
have one side only for entrance, as the car is intended
for loop tracks. In the vestibule the large windows
drop down out of sight. The trolley observation win-
dow in the roof of the vestibule affords the conductor a
clear view of the trolley and easy access to adjust the
trolley wheel should it "jump the trolley." By this
means it is unnecessary to open the front window.
The trimmings of the car are all in solid bronze and
assist in giving the idea of honesty and thoroughness
so characteristic of Lamokin cars.
The car lighting is attained by means of two center
electric electroliers, each bearing four lamps, handsomely
shaded. Each vestibule has one lamp, which not only
illuminates the vestibule, but at the same time reflects
light through the signal wing. The cars will present a
brilliant after-night appearance.
The car flooring is corrugated, sloping toward the
doors and the traps, and all wiring is arranged for the
Westinghouse.
The decoration of the car is very artistic. Silver
bronze is the color on the main panels and either end,
and at both ends of the side panels peacock feathers are
beautifully arranged. The center piece upon one side is
the coat-of-arms of Pennsylvania, and upon the other
that of Illinois, both entwined with the national arms.
The lower panels are painted in ivory, and the whole car
striped with gold and deep red. Upon the ends of the
vestibules the keystone emblem is well displayed, without
being obtrusive, together with the monogram of the
builders.
Electric heaters of the Cochran patent ai-e arranged
directly below the seat rail. The car is equipped with
radial bars, lever brake-handle, signal gong, bells and
headlight.
Both open and closed cars are in the latest pattern
and best work of the superintendent of the Lamokin
Works, H. C. Cochran, and certainly reflect great
credit upon their author. McGuire's truck, standard
guage, of the "Columbian" pattern, and 30-inch McGuire
wheels are under the car, giving a joint exhibit with
Lamokin.
The well-known e.xxellence of this truck eminently fits
it to form an essential part of this attractive exhibit.
The truck is one selected at random from among the
hundreds being constantly manufactured, and is superior
to its numerous brothers of this company's make only in
the artistic work of the painter, for it is finished in a rich
mahogany color, gracefully striped with gold, and present-
in ga decidedly light and graceful appearance. It is already
sold, indeed it had been on exhibit but a few days, when
the extensive car builders of Germany, Messrs. Van Der
Zyphen & Charlier, saw it and at once made a flattering
offer, which, when the Fair is closed, will send it to its
future home on the Rhine. It will be used there for
exhibit purposes as a high standard of the trucks adopted
in America, and doubtless will be the occasion of many
orders as electrics become better known and adopted on
the continent.
FETE DAYS.
The following is a list of special fete days, as arranged
up to date by the Committee on Ceremonies :
Germany, June 15.
Nebraska, June 15.
Massachiijjetts, June 17.
New Ilanipsliire, June 2t.
Fi'ance, July 14.
Utah, July 24.
Liberia, July 26.
Coniniercial Travelers, July 26.
I. O. Foresters, Aug. 12.
Hayti, Aug. 16.
Colored People, Aug -'5.
North Carolina, Aug. 18
Austria, Aug. iS.
The Netherlands, Aug. 31.
Nicaragua, Sept. i.
New York, Sept. 4.
Brazil, Sept. 7.
California, -Sept. 9.
Maryland, Sept. 12.
Michigan, Aug. 13-14.
Kansas, Aug. 15.
Colorado, Sept. 19.
Montana, Sept. 20.
Sons of America, Se]>t. 20.
Iowa, Sept. 21.
Rhode Island, Oct. 5.
Spain, Oct. 12.
Italian Societies, Oct. 12.
Minnesota, Oct. 13.
W. J. RiCJHARDSON, secretary of the American Street
Railway Association speiit a day in the World's Fair
city on his way to Denver to confer with President
Longstreet on matters pertaining to the next convention.
Mrs. Richardson and daughter accompanied him.
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3r)5
GROUNDED CIRCUITS AND FIRE INSUR-
ANCE.
OWING to the fact that insurance companies and
others of the powers that be, have in some cases
raised objections to the selling of power from
railway circuits, it is fitting that we should present in
these columns a few arguments in favor of such practice-
The objections raised are of course, based on the fact
that one side of railway circuits is grounded and this is
not in accordance with the time honored theory that no
grounded circuits should be allowed in buildings. While
we do not doubt the advisability of this rule at the time
it was adopted, we think that the time is past when it
should, without modification, be insisted on. In the early
daj's of electric lighting the best insulation obtainable
was poor compared to that in use today, and what is still
more important, the electrical fraternity had not been
educated up to the necessity of care in running circuits.
Today the case is different, and there is no doubt but
that with the proper precautions inside wiring run from
grounded circuits is perfectly safe. The danger lies not
in the practice itself but in careless wiring, and it would
therefore be much more reasonable for insurance com-
panies to insist on proper installation and then take such
risks, than it is for them to prohibit grounded circuits
entirely.
To assert that it is impossible to make a 500 volt
grounded circuit safe from danger of fire, is to assert that
it is impossible to insulate against 500 volts, the absurdity
of which latter assertion will be admitted by all electri-
cians. That it is possible to use 500 volt non-grounded
circuits inside of buildings and have them perfectly safe,
even with the most ordinary precautions, was long ago
admitted by all concerned. Why then is it impossible to
make a grounded circuit safe even with extraordinary
precautions?
To make the matter plainer let us examine the condi-
tions prevailing with grounded and non-grounded circuits.
When two wires of a non-grounded circuit enter a
building an attempt is made to keep them insulated from
each other, and from the ground. A short circuit can
then be brought on in two ways. By a direct leak from
one wire to the other or by a leak from both wires to
earth.
When the wire of a grounded circuit enters a building
it is simply a question of insulating that wire from the
ground. The very simplicity of this problem is a great
argument in favor of such practice. The wireman has
but one idea to be kept before his mind and that is that
this single wire must be thoroughly insulated from every-
thing surrounding it. With insulation heavy enough to
make up for the fact that one side of the circuit is
grounded there can be be no logical reason why such cir-
cuits should not be allowed.
So far we have argued on the assumption that there is
no precedent for the practice of grounding. However,
on looking at the plants of the Edison Companies in the
large eastern cities and in Europe we find that the neutral
wire is purposely grounded. If this is safe with 1 10 volts
it is simply a question of increased insulation to make it
safe with 500 volts.
There are in operation today thousands of electric cars
having concealed wiring. The conditions are vastly
more trying than any that are to be found in buildings
where the wires can be kept dry and in sight. There are
also in operation thousands of miles of overhead railway
wires both trolley and feed. These are out of doors and
have to stand not only inclement weather but great
mechanical strain as well. In view of these facts there is
no doubt as to the possibility and practibility of making
such wiring safe. If any serious difficulty had been
experienced in the past as to maintaining the insulation of
wires on railway circuits it would certainly have been dis-
covered long ago.
Another absurdity is the rule allowing grounded cir-
cuits to be used for light and power purposes in cars, car
barns, and power houses and in no other buildings. This
forbids a practice while virtually admitting the safety of
it. Wiring that is safe inside a car or a car barn ought
to be much safer in the majority of buildings. There is
no doubt that such wiring is dangerous unless installed iij
accordance with strict rules. The insulation should be
very heavy and contact of wires with anything but sup-
ports of good insulating material should be strictly for-
bidden.
Both the Omaha and the Sioux City Street Railway
Companies, mentioned in this connection in a previous
article, bear testimony that the practice has not resulted
in a single fire and they cannot see how it can be danger-
ous when the wiring is properl}' done.
Mr. Garton, of the Garton-Daniels Electric Company,
has had experience with the selling of light and power
from trolley circuits in several cities and has never known
any trouble to arise from such practice. He cites a case
which came to his knowledge, where the superintendent of
a road had his house lighted from a concealed circuit of
bare wire, installed by a brilliant lineman, acting on the
supposition, that as the trolley wire was bare, all others
should be. The circuit remained some time before it was
discovered. The example set b)' that lineman is not
exactly one to be followed, but the incident shows, not
only that a kind providence watches over the ignorant,
but that 500 volt grounded circuits are not so terribly
dangerous as some suppose.
Professor F. B. Badt, manager of the Mining Depart-
ment of the General Electric Company, Chicago, gives it
as his opinion that with the proper precautions and for
supplying the larger sized motors the practice is all
right. For supplying a large number of small motors
and lamps the difficulties of insulation which arise in the
multiplicity of wires, through safety devices and through
an arrangement of five lamps in series, are too great to
make it safe. This is a matter, however, that limits
itself, as very small 500 volt motors and large numbers of
incandescent lamps on the series plan are objectionable in
themselves and where there is a demand for a large num-
ber of small motors and incandescent lamps the lighting
356
^\mArj{ai[jday)}^WAr
companies generall}' run independent circuits. Where it
is desired to run liglits and small motors from railway cir-
cuits, Prof. Badt thinks that a motor transformer should
be used, the secondary circuit of which would give a low
pressure current with no ground connections. This would
not only give better satisfaction in every way but prevent
all possible objections on the ground of danger.
C. K. MacFadden, electrical engineer for Taylor, Good-
hue & Ames, who has had a large experience with inside
wiring says: —
"I believe the use of motors should not be restricted on
500 volt street railway circuits. I think that insurance
laws which were framed prohibiting the use of motors and
other electrical apparatus on grounded circuits were all
right at the time, but inasmuch as there are hundreds of
plants ready to furnish current from these circuits and
are perfectly willing to do the best construction and
installation work where such motors go in, that it is an
unreasonable stand to take when their use is prohibited.
I believe that on or near all 500 volt motors a notice
should be placed warning all persons from handling
these motors in any wa}' and that unusual precautions
«hould be taken when such motors are installed to put
them on thoroughly insulated bases and foundations.
Unusual precautions should be taken by the company
furnishing current, in regard to lightning protection, and
the grounded wire from the motor should be carried to a
point where it could not be tampered with and there
grounded in the most approved manner. I see no reason
why a motor thus installed should in any way increase
the fire risk."
C. F. Cook, engineer of the Westinghouse Electric &
Manufacturing Company at Chicago, says: —
"In reply to your request for opinion on feasibility and
safety from fire risk of operating stationary motors from
the same generator or generators that are employed in
street railway work, I would say: — that I believe the same
can be operated in the manner above described with per-
fect safety, providing proper precautions are observed in
installation. I should favor an all copper, independent
circuit, from the power house to the motors to be operated.
The motors should be set up in the very best possible
manner. Each motor should be provided with a first-class
lightning arrester in addition to switches, fuses, circuit
breakers, etc., as ordinarily employed.
The wiring for the motor should be done in the best
possible manner on glass or vitrified porcelain insulators,
or insulating material of proper quality and form to give
as good insulation as those named. The wires should be
kept at a respectable distance from one another, say, ten
inches, and perfectly free from all conducting material.
Only the best motors should be used on this class of cir-
cuits, and the insulation of the fields and armatures should
be carefully watched and kept at a high point. I should
not recommend running the motors from the trolley
wire as the ordinary construction man is too liable to
take a water or gas pipe for return circuit, an extremely
dangerous practice. Moreover, motors so operated and
connected are always exposed to unnecessary strains in
operation, owing to the fluctuation of the voltage of
trolley cii'cuit."
We might add by way of explanation, that Mr. Cook's
reason for advocating a metallic return back to the power
station is that the ground return on so many roads is lia-
ble to be uncertain.
Chas. Wirt, of the Ansonia Electric Compan}', says
that grounding has proved to be an advantage in the case
of large three wire systems, both on the score of decreas-
ing the number of troubles and preventing the occurrence
of troubles during the night time in the absence of occu-
pants. Safety from fire must be secured not bj' insist-
ence on the use of any particular system or method, but
by proper attention to insulation, the use of good material
and above all intelligent use of fuses.
These are all as good authorities on the subject in hand
as could be wished. They are not short sighted enough
to advocate a policy that will result in ultimate harm to
the trade. The qualifications with which their statements
are made moreover, show that they have no desire to
express themselves as in favor of anything that is not per-
fectly safe. They all agree on the main point in question^
which is that the practice of running stationary motors
and arc lights from railway generators is perfectl}- safe
under proper rules and restrictions. If the insurance com-
panies and city authorities see fit to adopt special rules to
govern inside wiring from railway circuits, well and good,
but in the name of progress do not prohibit it entirely.
PARALLEL COUPLING WITH WATER
POWER.
THE coupling of railway generators in multiple is
the universal practice, but it is safe to saj^ that no
system in America is operating its generators
under exactly similar conditions to those on the Water-
town (N. Y.) Street Railway. The company' owns two
water power stations some distance apart, one of which is
on an island. Previous to this spring each station had
been used to supply a section of the road independent of
the other. Each station had one 100 kilowatt Edison
generator and the number of cars that could be operated
on one division of the line was of course very limited. At
one end of the road was a pleasure resort and it was very
desirable to move a large number of cars from that point
at one time. Edward A. Barber, the electrical and
mechanical engineer of the company, decided to try a
little experiment. He ran the necessary wires between
the two stations and coupled the two wires in parallel,
making the combined power of the two available at any
point in the system. Many thought that by so coupling
the machines, which were driven by different water
wheels, they would not equalize the load properly, but
such fears proved unfounded, as the dynamos run per-
fectly; it not even being necessary to have the voltage the
same before they are thrown together.
The point of general interest is that the machines
coupled, are successfully operating from different powers
and under different conditions.
(^ticct J\aiWa^j^ylc\v^
357
COMPARATIVE RESISTANCE TO TRAC-
TION.
THE relative resistance offered by the various forms
of pavement is clearlj' shown in the following dia-
gram, by the eminent engineer, Rudolph Herring.
The comparison is based on the load one horse will haul
on a level over the following:
ON IRON RAILS OR FLOOR.
ON ASPHALT PAVEMENT.
ON BEST BRICK PAVEMENT.
ON ORDINARY BRICK PAVEMENT.
ON BEST GRANITE PAVEMENT.
ON ORDINARY GRANITE PAVEMENT.
ON BEST WOOD PAVEMENT.
ON ORDINARY WOOD PAVEMENT.
ON GOOD MACADAM ROAD.
ON COBBLE-STONE PAVEMENT.
ON GOOD EARTH ROAD,
This he supplements with the statement :
"If one horse can just draw a load on a level road on
iron rails, it will take one and two-thirds horses to draw
it on asphalt, three and one-third on the best Belgian
block pavement, five on the ordinary Belgian pavement,
seven on good cobble-stones, thirteen on bad cobble-
stones, twenty on an ordinary earth road, and forty on a
sandv road."
CABLE CAR BARNS ON THE CHICAGO CITY
RAILWAY.
S'
i INCE the appointment of M. K. Bowen to the
superintendency of the City Railway the method
>^ _y of handling cars at the cable car barns has been
materially changed. The last of the three barns to
receive the improvement was the one at Thirty-ninth
street and Cottage Grove avenue. In the new system
the tracks at rear end of barn are about si.xteen inches
higher than the main line. The cars are run in from the
street by the momentum received from the cable. In
running out, gravity furnishes the motive power — the
grade being sufficient to send them to the main line.
Every track and transfer table in the barn is "slotted" to
accommodate grip cars, a great improvement on the old
custom of lifting out the grip ever}' time a grip car entered
the barn. This depot has recently been supplied with a
signal tower, located between the double tracks which
lead both north and south out of the barn. Here the
signalman can operate the switches and danger signals on
the main line in peace and quiet. In this tower are the
track switch levers, and also electric bell connections
whereby the tower man signals the transfer table man
when a car is to run in, and receives notification when the
tables are in position; also speaking tube connections
with the telephone office and repair shops to help the
tower man in dispatching trains. Stop signals are dis-
played from the tower whenever the switches are turned
for a train to go in or out.
A STRANGE FUNERAL.
IT was a queer and rather uncanny sight," said the
car wheel salesman, as he settled back in his chair
in the Grand Pacific rotunda. "I was down at
Quincy trying to persuade the superintendent that Rollem
L^ Whirlem's car wheels never wear out, and had just
mounted a street car in order to get to the power house
by the 'long way 'round' method and also look over the
town. I noticed that a good many colored people were
on board, but supposed that it was one of the peculiari-
ties of the village and so settled myself at the further end
to study the physiognomy of the colored race. A rather
pale white woman, nicely dressed and carrying a fan and
smeUing salts, soon took a seat opposite me. She looked
about a moment but settled back indifferently, as though
thinking, 'Well, this is a free country, and we'll have to
stand it until the next block.' I was looking out of the
front window when I was startled by a shriek from my
companion across the aisle. I turned suddenty, to see the
eyes of my neighbor riveted on a strange shaped bundle
on the seat in the opposite corner of the car. It was
partially covered with a black cloth, but white ends
peeped out, and the real state of affairs dawned on me
with a shock that unsettled my nerves.
"It was a little cofiln. In fact, the want of hilarity I
had noticed was a funeral silence, and the colored con-
tingent was the family of the deceased infant.
"The whole outfit was on its way to the cemetery.
My companion was about ready for an e.xhibition of
'nerves,' and as I was rather unsettled by the suddenness
of the affair, I rang the bell and assisted her to the
ground, where she regained her power of speech and
said, 'I never! If the company wants a funeral train why
doesn't it make regular hours for it.'" 'But,' I explained,
'the company doesn't know about it, for the coffin was
covered until just now.'
" 'Well,' sl\e rejoined, 'I don't want to travel in a
hearse again, and I'll just bet that coffin didn't pay fare.'"
A ROCHESTER BLAZE.
FIRE destroyed the power house and car barn of
the Grand View Beach Electric Railway Com-
pany on the morning of May ii. Seven motor
cars, valued at $3,500 each, seven trailers and a freight
car were destroyed with the car shed. The power plant
contained three Mclntosh-Seymour, three boilers and two
Thomson- Houston dynamos. The total loss was $60,000.
The company operated a line from Ontario Beach to
Manitou Beach, a distance of eight miles, and during the
two seasons that the road has been in operation it has
become quite popular. II. H. Craig is president of the
company and John D. Lynn, secretary and treasurer.
The directors include besides the officers J. Miller Kelly,
John N. Beckley, M. H. Briggs, Michael Doyle, William
H. Crennell and Valentine Fleckenstein. It is understood
the directors favor rebuilding the ruined structure at once.
Meanwhile power is secured from the Rochester Electric
Railway Company to run to accommodate the cottagers.
358
(^(A^etlF^aiU^if\eA/mV'
METAL TIES.
METAL ties are as a rule not favorably looked
upon in this country. This is principally
owing to their cost. If thej' are made light
they quickly rust out, and if made heavy the cost is so
much greater than wood that they are entirely out of the
question. Another difficulty to be met with the metal tie
is that of keeping the track in line and fastening them to
the rails so that they will not rattle loose. The metal tie
has so little elasticity that the experience of the Pennsyl-
vania Railroad, which has tried a number of designs, is
not at all favorable and nearly all the track so laid has
been taken up. In the old country metal ties seem to
have met with more favor. At least there are many
more miles of track so laid than here. The life of metal
ties is estimated by some prominent European engineers
as about thirty years and that of wood as fifteen years.
CAR FLOORS AND CLEANLINESS.
HOW to keep car floors clean, is a question that
has puzzled many a manager. It is a difficult
problem to maintain a floor that will not be
offensive to the more refined patrons of the road and
at the same time carry all classes of people. Here is
what a few prominent street railway managers have to
say about it.
E. R. Sherman, superintendent of the Eighth Avenue
Railway Companj', of New York, says: — "We use
wooden slats, about 54-inch thick and 54-inch apart, in
sections of 3 feet square. These are taken out every day
and thoroughly washed with hot water."
C. K. Durbin, of the Denver Tramway Company,
replies: — "We use in the motor cars cocoa mats, and in
our cable cars the Hartman steel wire mat. Our grip-
cars were first fitted with wooden strips on the floors'
^r?=^5^F^m>v:
•i ., * ot^d • c o c c c c tc
c- ' c c
^.
i
OLD T RAIL AS USED FOR TIES ON THE LOS ANGELES CONSOLIDATED ELECTRIC RAILWAY.
The metal tie would under these conditions be superior
to wood if the first cost was not more than double. If this
calculation is correct the metal tie is not to be thought of
as a practical affair in this countrj'.
The question of metal ties takes on a different aspect,
however, when it is possible to use old rails. A method
has been introduced on the Los Angeles Consolidated
Electric Railway whereby the scrap T rails are made to
do good service as sleepers. The accompanying illus-
trations show the plan of work. The chairs are Z bars
riveted to the ties and bolted to the rails as indicated in
the drawing. After the ties are in place and secured the
trench underneath each one is filled with rich concrete,
well tamped down, on top of which is put the concrete for
pavement, which is made of bituminous lime rock or
asphaltum. This makes an almost indestructible road-
bed.
but on account of having to raise the trap-doors frequently
to get at the grip, which is under the center of the car,
the strips were very often broken off. We adopted the
Hartman wire mat and found it very satisfactory, although
somewhat cold in winter. We prefer the cocoa mats for
the electric cars. They will soak up the moisture from
snow and mud, keeping it from the motors. The mats
are removed from the car every night, and the floor
swept. Occasionally the floors are mopped — never
washed out with a hose."
C. F. Holmes, general manager of the Grand Avenue
Railway Company, of Kansas City, says: — "My experi-
ence with car floors has been to use as little water as
possible on them. The cars are swept every trip, and in
this way we have very few complaints from them. In
using water, either hot or cold, it soaks into the wood
and in warm weather there is a disagreeable odor from
^Uectl^iU^ii^li^eytcW'
359
them; it is also the same with the closed cars in winter
when heated. In regard to matting, we are using rubber
mats, but do not approve of them. I think that wooden
strips running lengthwise of the car is about the simplest
and best thing that can be used, as the car will dry out
much quicker and can be swept easier than when using
mats."
W. F. Kelly, of the Columbus Street Railway, has
given the matter a good deal of attention, and sends the
following as the result of his experience: — "Floors of all
our motor cars are covered with slats running lengthwise
of car, about 5^ of an inch wide, J^-inch thick, and
spaced 5^ of an inch apart. In cleaning cars they are
first swept out, and car floor wiped with coarse cloth or
sacking, hot water and Pearline. This, of course, wears
off paint, and we deem it advisable to paint floors fre-
quently, in order to prevent rotting floor sills and plank.
During the winter season it is a very difficult matter
indeed, to keep car floors in a cleanly condition. The
chief difficulty we experience during the summer is from
the beasts who insist on spitting tobacco in every car they
occupy. This can only be avoided by constant personal
reminder to such persons, and this is a very unpleasant
and difficult duty for a conductor. We believe, however,
if street railway companies could secure conductors of
sufficient courage to always insist on persons not spitting
on car floors, that the practice could be entirely broken
up, or at least limited to a very great extent."
E. G. Connette, general manager of the United Elec-
tric Railway, of Nashville, Tenn., says: — "The best
method for cleaning the floor of an electric car is to sweep
the floor, then take a mop and dip it in a bucket of cold
water, wring all of the surplus water out of the mop, then
mop the floor with it. Great care should be used in
mopping car floors, and as little water used as possible,
to avoid water dripping on the motors through the crack
around the floor doors. The most convenient matting
for car floors is made of wooden strips, joined together
by either cotton or wire rope, which can be easily rolled
and set aside out of the way while the floor is being
cleaned. The utmost care should be observed when
water is allowed to be used on the car floor, as an inex-
perienced or uninstructed person might cause consider-
able damage to the machinery of the car by surplus
water."
Chas. H. Smith, of the Scranton Traction Company,
writes: — "We have never favored matting of any kind,
except the square steel matting, in horse cars; in electric
cars, no matting of any kind. We have a slat floor run-
ing lengthwise of car. This, when dirty, we have mop-
ped out with hot water. The mop is an ordinary long
handled house mop, and a large bucket of water is used
for each car, the mop being used moderately wet, but not
enough for water to run through on motors. We find
but little trouble in keeping our cars looking fairly well."
Tiiic Blue Line cable system of the Baltimore City
Passenger railway was opened May 15. Speed will be
nine and a half miles per hour.
A GRADE CLIMBER.
AN effective device for preventing the slipping of car
wheels on steep grades has been invented by
Dexter Hazard, of Marquette, Mich. It consists
simply of a row of teeth bolted to the outside of the rail,
which teeth are made to mesh with teeth on the car
wheel, as shown in the illustrations. The line is thus
made into a rack road at necessary points, without being
troubled with the rack and pinion feature at points where
it is not wanted.
In order to make the cogs mesh at the
point where the cogs alongside of the rail begin, the plate
carrying the cogs on the wheel is allowed a little move-
ment, and the lost motion is taken up as soon as the
wheels begin to slip on the grade. The invention was
called out by the necessities of the road at Marquette.
The statement that the Pennsylvania railroad is
about to add electric motors to accelerate the speed of
passenger trains over the mountains is denied by Super-
intendent Pitcairn.
The electric line at Helena, Mon., has been extended
out five miles to the University. Four years ago a single
line of horse cars, on one branch of which a steam motor
made occasional trips, constituted the entire system,
which now reaches all parts of the city and several
suburbs, with electric cars operated at short intervals and
at high speed.
;5G0
(^kectli^ailwiiy'j^Vlcv/
OVERHEAD COPPER FOR RETURN
CIRCUITS.
BY JAS. RALEY.
I HAVE watched with interest the discussion going
on in the Review for some months past in regard
to the efficiency of the different methods of obtain-
ing a ground return, and I would like to call attention to
one or two points that seem to be overlooked by many
who are dealing with the problem. It seems to me that
the running of overhead return feeders is not in the
proper line of progress and should never be done except
as a makeshift to provide a return until something better
can be installed. The use of overhead feeders unless car-
ried to an unheard of extreme is very much like trying to
run a 40-horse-power dynamo with a lo-horse-power
engine. I say this because we have in the rails (if prop-
erly bonded) conductors that will put to shame any eco-
nomical or reasonable system of overhead feeders. A
few cold figures will help make this plain. Suppose, as
a very simple case, that we wish to deliver 500 amperes
at a point a mile from the power station. To carry this
current, with a loss of 12 per cent in the "overhead"
part of the circuit at 500 volts pressure, will require the
equivalent of four No. 00 feeders. Having disposed of
the overhead lines the engineer next devotes his attention
to the "return" portion of the circuit. Here quite a dif-
ferent problem is to be met, but after consideration, our
engineer, who has imbibed freely all the current
literature favoring the use of an overhead return, decides
to install that system. He remembers the oft used phrase
to the effect that as much copper should be used in the
return as in the trolley feeders and gives a sigh of relief
when he considers that he will not have to do any figuring
on the return, but will simply have to run the same amount
of wire as was used in the trolley feeders. Suddenly,
however, the idea strikes him that 51 volts is an enor-
mous loss to have in a return circuit, and that some change
of plans must be made, or he will lose more power with
his "modern" return than is lost by the majorit}- of roads
using what are now considered antiquated methods; and
what is still more important, a large volume of current
will in all probability (on account of the high pressure
between the rails at the point in question and the power
station) escape through the ground and return by means
of feeders at other points in the system, thereby causing
electrolysis, as it takes but a few volts to cause electro-
lytic action. This thought makes our friend a trifle
uneasy and he begins to calculate to find how much
copper must be hung up in order to get a return more in
accordance with what is usually considered a reasonable
drop in voltage, and also to discover the value of the rails
as conductors. From the power station to the point in
question there is a double track. This, if perfectly
bonded, he finds would have a conductivity equal to four
square inches of copper or an equivalent of thirty -eight
No. 00 copper feeders! Is it strange that he quietly
concludes to drop the overhead feeder idea and study
a method of bonding that will enable him to make use
of the valuable conductors he has already installed in
the shape of rails. He wonders why there is not a
single road in the country having a track so bonded that
the conductivity of the bonds and their connections is
within 50 per cent of the conductivity of the rails. He
also wonders why some men have such a liking for the
use of copper that they would ignore the conductivity
of the rails entirely and would run copper wires along
side of and connected to the middle of each rail — an
arrangement having 90 per cent less current carrying
capacity than the rails if properly bonded. Present
bonding methods are undoubtedly defective, but the line
of improvement should certainly be towards perfecting
bonds and not in investing money in overhead copper
that furnishes but a comparatively poor conductivity,
unless installed in quantities that would ruin the financial
standing of any road.
Another point not appreciated by some is that elec-
trolysis of pipes is due not to the flow of current
along a pipe but to the flow of current between a pipe
and the earth. It was recently reported that the experi-
ment is being tried at Cambridge, Mass., of running
copper wires from the water pipes at the power station
to those at points along the track. I fail to see how such
proceedings can act except to increase the electrolytic
action on the pipes. The fact that a copper wire of low
resistance is connected in parallel to the pipe will act as
an additional "inducement" (if I may use the word) for
the current to flow from the ground to the pipe in
order that it may return by the low resistance copper
conductor to a point near the power station. Other con-
ditions being the same the current flowing to the water
pipes will increase in direct proportion to the added con-
ductivity caused by the connecting of the copper wire
to the pipes.
HARRISON'S SYNDICATE.
ONE of the powerful new comjianies in traction
lines is that organized and dominated by Russell
B. Harrison, under the caption of the Electric
Tramway Maintenance Company, No. i Broadway, New
York.
Among the late acquisitions of the syndicate are Lake
Cities Electric Railway Company, of which Mr. Harrison
is president, successor of the Citizens' Street Railway, of
Michigan City, and the Richmond, Ind., Street Railway
Company, of which Russell B. Harrison is secretary.
A NEW STORAGE BATTERY.
St. Louis electricians of the storage battery order are
much interested at present in the Logan battery, which,
its inventor avers, is a revolutionizer. The Standard
Electric Company, of Detroit, is the present owner.
President W. T. Anderson, of the St. Louis Merchants'
Exchange, and others of that citj' are interested in the
branch factory about to be established in St. Louis. The
battery is designed for stationary and traction work.
(^ied.if^ailM^^j^Vl£w^
?.r,i
TRAMWAYS OF ST. PETERSBURG.
THERE are three streetcar companies in St. Peters-
burg at the present time, denominated the First
and Second Tramway Companies, respectively,
and the Steam Tramway Company, the latter operating
on the Schlueselburg road.
FIRST TRAMWAY COMPANY.
The First Tramway is a private corporation and
employes 350 horses, averaging about 20 roubles each.
The length of the line is 71^ kilometers. The horses
work on an average of 5 J^ years, traveling at the rate of
30 kilometers the day. The conductors receive a salary
of 30 roubles a month and the drivers 20 roubles a month,
a rouble being equivalent to about 50 cents. A controller
or chief conductor with a corps of assistants has super-
vision over the fares taken by the conductors. These
controllers enter the cars at different points on the line
and by an examination of the conductor's books and of
the tickets given by him to the passengers he is thought
to act as a check against false returns. The register sys-
tem so effective in the United States in this particular is
not in use in St. Petersburg or Moscow.
The number of passengers carried by this line during
the year is about thirteen millions. The car is modeled
in the conventional style except that it is two-storied, the
upper story being reached by an iron ladder at the end of
the car. This upper story is protected by an iron railing
on the outside and two seats of the length of the car pass
down the center back to back, accomodating 24 persons.
The upper story is only used by men. The seats on the
inside of the car or on the lower story are arranged after
the usual plan and will seat thirty people.
The cars do not stop in the streets to accommodate
passengers, but at their request they merely slow up,
giving the passengers an opportunity to get on or off. All
the lines, however, have special stations where they stop
for the accommodation of the public and at all crossings,
where there is much travel, they are compelled to walk
their horses. On all the lines of this company two horses
only are used, occasionally adding a third to make the
grades at bridges. As a rule all public and private con-
veyances must keep off the tramway track exxept at the
regular crossings. This is easily done, as all conveyances
in all the principal streets are required to keep to the
right. The fare on this line of cars is five copecks below
and three capecks above.
The upper classes never ride in a tramway as it is con-
sidered not to be au fait. A large number also of the
middle classes do not patronize the street cars, prefering
to have a droschky, of which there are from fifteen to
twenty thousand in St. Petersburg, and may be found on
hand at any street corner during the entire twenty-four
hours of the day. These droschkie's carry two people to
any point in the city not unreasonably distant for an aver-
age of about ten cents. This method of conveyance is
more rapid, more independent and if time is an object,
not much dearer than the tram. The droschky is emi-
nently respectable and is patronized even by the best peo-
ple in the city.
SECOND TRAMWAY COMPANY.
The Second Tramway Companj-, as it is called, is
stocked, the capital amounting to eight million roubles.
The company pays an interest on its obligations of 6 per
cent on bonds and usually about 5 per cent on the stock.
On this line are employed about 1,100 horses, costing
from 200 to 250 roubles each. They work about five
hours a day, and cover a total distance of thirty-five kilo-
meters. The conductors on this line receive from twenty-
five to thirty-five roubles a month, and the driver from
sixteen to twenty roubles. The control or check against
dishonest returns is effected in the same way as described
above. This company carries an average of 38,000,000
passengers a year, the entire length of the lines being
about eightj'-four kilometers, and ramify throughout the
town and suburbs. The style of the car is in every
respect like that employed by the First Tramway Com-
pany, as described above. Some of the branches of this
line, passing through less traveled portions of the city,
have only one-horse cars, in which case there is no upper
story. The single fare charged by this company is six
copecks on the inside and four copecks above.
This company also owns a steam tramway, which
carries 340,000 passengers per month in summer and
60,000 in winter.
To keep the tracks free from snow in winter costs
about 250 roubles a kilometer, the snow being removed
by section men who sweep the track with birch brooms.
The repairs and paving are made at the expense of the
company and cost about 170 roubles a year per kilometer.
This steam tramway line covers a distance of 6j^ kilo-
meters. The engine driver receives a salary of eighty
roubles a month, and the conductor from twenty-five to
thirty-five. Each engine takes a train of three cars, each
seating sixty passengers. An electric tramway line is
now under survey.
THIRD, SCHLUSriELBURG COMPANY.
The Third Steam Company bears from its location the
name of the Schusselberg Company. This line is a
steam tramway, and covers a length of about thirteen
kilometers and carries 260,000 passengers a month in
summer and 100,000 in winter. The repairs on this
line cost the company 300 roubles a kilometer. The
fare ranges from ten to twenty-five copecks, according
to distance.
Russia is sadly behind the times, and no less so in
street railway than in other directions.
The patrol wagon of the Pittsburg, Allegheny and
Manchester Traction Company is described as a very
complete and useful adjunct to the repair facilities of the
road. P. M. Cook, the line foreman, writes us that it is
fully equipped for replacing cars, repairing the line or
attending fires to care for the wire. A stretcher is also
provided for accident cases.
362
(placet lf\aiWa^9^yic\V'
JOSEPH L. WILLCUTT.
PIONEERS nowadays need not be very old men,
and pioneer street railway men in mechanical
lines may yet be young and still deserve the
name. It is not to be supposed, then, that the term "pio-
neer," as apphed to Joseph L. Willcutt, secretary and
general manager of more than half a dozen street rail-
ways in San Francisco, must bring to mind an aged man.
On the contrary, Mr. Willcutt is at hale and heart}- mid-
dle age, and active in every way for the advancement of
the various lines controlled by his company and managed
by him.
Mr. Willcutt is a Massachusetts man b}' birth, having
the Hub as a natal city, and Puritan ancestry for stock
from whence to spi ing. To this ancestry is due, perhaps,
the forceful, faithful and upright character of the bearer
of the name. Mr. Willcutt's father was a ship-wright,
well known to all the hardy mariners that sailed out of
Boston town in those hardy days.
Mr. Willcutt acquired his early education in the Boston
common schools, supplemented with broad and liberal
reading that makes him today a conversationalist of
exceeding interest and power.
Soon after leaving the schools Mr. Willcutt began his
business career by entering a wholesale shoe and leather
establishment, at the age of 14. Here he remained some
four years, mastering all details of the trade. He then
accepted a better position with a manufacturing company,
where he remained until 1852.
In this latter year he resolved to go to California, the
execution of which resolve was attended with many hard-
ships now unknown. The isthmus route was the one
chosen, and his arrival in San Francisco is dated May 7,
1852.
His first employment was as bookkeeper by the agents
of a line of clipper ships, with whom he remained eight
years. In i860 he became a co-partner with Cox & Co.,
in the shoe and leather trade. For two years he handled
the eastern business for the house, but returned to Cali-
fornia in 1865 to assume the secretaryship of the San Jose
Railroad Company. With this company he remained
five years, during which time the shoals and breakers to
be avoided were escaped, and the road consolidated with
the Southern Pacific in 1870.
In this year he was elected secretary of the new cor-
poration, which position he now holds, witli the added
duties and responsibilities of the general management.
Mr. Willcutt has thus been intimately connected with all
the great rapid transit movements of the metropolis of the
coast, and through all its vicissitudes and changes of
power and practice has remained a trusted and able guide
and guard to its destinies. From steam to cable is a great
advance to see in one man's lifetime, but to be intimately
connected with and abetting such progress is still more
remarkable and honorable. For two years past the
Southern Pacific lines, which include the Market Street
Cable Railway Company, the Park & Ocean line, the
Ocean Beach Railroad, the City Railroad, the Potrero
& Bay View, the Central, the Geary Street, and Park and
Ocean railways, have been under Mr. Willcutt's manage-
ment, assisted by Geo. B. Willcutt, his son.
Mr. Willcutt belongs to few societies and no clubs, but
takes his pleasures in his home life. In politics he has
never taken more than a good citizen's interest, although
frequently urged to accept office.
As a distinctive American, a capable railway man, a
loyal Californian and a gentleman, Mr. Willcutt can look
upon his career with as much pleasure as do his friends
with admiration.
HISTORY OF THE MARKET STREET
CABLE.
SAN FRANCISCO pilgrims ever since 1873 have
been to a greater or less extent interested in the
cable lines, there first tried and so extensively
used. Apropos of our sketch of the life of Manager
Willcutt, a short review of the career of the Market
street cable line would not be out of order.
Market street was first operated as a steam dummy
line under the name of the San Francisco Market Street
Railroad, and opened July 4, i860. Two years later
branch lines were added to "Hayes Park," and "The Wil-
lows," then famous resorts of the day. West of Third
street on Market a succession of sand hills was marked
b}' the railway line, and the famous Mission Dolores was
a suburb in name only, a few adobe ruins being the only
dwellings. In 1867 the Valencia street line was extended
to Twenty-fifth street, and horse cars substituted for the
dummy line.
In 1879 the Market street cable people began to find
the population growing beyond their carrying capacity,
and the cable was resolved upon to secure adequate
facilities. The reconstruction of the old lines, the con-
struction of branches, and the building of a suitable power
house consumed the intervening years until 1883, in the
month of August. In connection with this line, a dummy
railroad four miles in length was built from the Haight
street terminus to the ocean beach and Cliff house.
In July, 18S8, the Market street extension to Seven-
teeth street was converted to cable traction and extended
over the Castro street hills to Twenlh-sixth street.
Some years ago the Market Street Company owners
bought in the City & Central and the control of the
Geary street line, thus controlling paralleling lines and
giving an extensive transfer system to the public.
The interurban electric line of the Oaklands, San
Leandro & Haywards road is now running 30 motor
cars, and the country division is 15 miles in length. The
run is made in 50 minutes including all stops. On level
track 28 miles an hour is attained.
Though a woman will demand that the men get up and stand
And let her sit in street cars when she rides, when she rides,
You will hear the crack of doom ere she herself makes room
For another in a street car when she rides.
— Troy Press.
(^iiectl}^iUci^9^vicw^
J. L. WILLCUTT,
Secretary and General Manager Market Street Huiluay Comp.nuj, Sa,i Frunchm
ELECTRICAL HEATING.
363
Abstract of a Paper read before the Chicago Electric Club. By C. K. MacFadden,
DURING the past thirty 3'ears the fact that an
electric current will generate heat in the con-
ductor it passes through, has been applied in
heating devices in an almost unlimited number of ways.
It remained for the electric railway to open up the field
for heating. There are today about 150 patents on elec-
tric heaters. Among the earliest devices was one for
melting the obstructing parrafine out of oil wells. Bur-
ton was one of the first in the field. Patents taken out
by him in 1869 covered numerous applications, one of
which was the heating of railway carriages by heated
metallic plates on the floor.
There is one patent drawing showing a locomotive
with electrically heated flues. From appearances one
would suppose that the steam from the boiler was to
drive an engine on the tender, which in turn drove the
dynamo that furnished the heat. There are many other
inventions however, that are extremely practical, and
will no doubt, be brought out as this branch of work
progresses. Early specifications nearly always speak of
platinum as a conductor — probably because of its high
melting point. As a wire when surrounded by a good
heat conductor will safely carry several times more cur-
rent than when in the open air, all well known heaters
have some good heat conducting and radiating sub-
stance in intimate contact with their coils. As nearly
all serviceable heaters depend on this principle, the
superiority of one heater over another will be more
in the mechanical details of construction than in the
efficiency.
It has been often shown that the cost of electric car
heating is on a par with coal, when consideration is taken
of the valuable space taken by the coal stove, and the
even distribution of the heat. There has been much dis-
cussion as to the amount of current necessary to heat a
car. Reports from Northern Michigan and Canada
show that from 1,200 to 1,500 watts is sufficient to keep
the average 16-foot car warm in that cold climate. The
total cost of one net horse-power at the engine in a plant
giving an average output of 500-horse-power is about
sixth-tenths of a cent per hour, and an electrical horse-
power hour will cost about one cent. Inasmuch as the
heaters require no attention whatever, the cost of main-
taining and operating electric heaters will then be about
30 cents per day of 20 hours. Coal stoves cost from 20
to 40 cents per day to operate, if the least account is
taken of the time necessary to keep them in heating con-
dition. Coal stoves take up enough room for one or
more passengers. On cold days it is often impossible to
stand immediately in front of the stove without burning
the clothing. There are many times in spring and fall
when heat would be desirable at certain hours, but with
the coal stove this is impossible, unless the car is taken
out of service long enough to build fires. It is fair to both
sides of the question to assume that the fireman and engi-
neer will not be called on for near as much additional
work in shoveling coal for the electric heaters as will be
required of the conductors and helpers in attending to
coal stoves. In one road under the writers notice a man
is paid $1.50 a day to take care of fourteen car stoves.
The man does no other work, except oiling a few switches
near his work. We may assume that there is at least 10
to 15 cents a day spent on labor, the conductor's time not
being included. The cost of coal for such a stove is 20
cents a day at $8.00 a ton.
Assuming that the only cost of running electric heaters
is that of the extra coal burned at the power house; there
is no chance for argument as to the cheaper method
even leaving out of consideration the convenience and
gain in car space with electric heaters. If the engineer's
time has to be figured in for additional attention to mach-
inery supplying current for electric heaters, why not
figure in a portion of the conductor's time, who often-
times is called on to take care of his stove while on the run.
Account is seldom taken of the cost of lighting a car
with the usual two series of incandescent lamps, but this
takes at least one-third the energy necessary for heating.
Items are often left out in figuring the cost of stoves.
The average life of a street car stove is about three
years, and the repairs amount to considerable in that
time. It also takes time to place and remove them at
the beginning and end of the -season. Few cars heated
by stoves do not have a layer of dust deposited on the
seats every time the stove is filled or shaken, which will
n time ruin the upholstering.
Much has been said about burn-outs in electric heaters,
but they will probably be unheard of in the future, owing
to the great improvements growing out of past failures.
It is no common thing for a coal stove to set a bam on
fire : an impossibility with a property installed electric
heater. Charring of wood-work, common with coal
stoves, is also an expense. Where power is cheap and
coal is dear, as near waterfalls in mountain countries,
electric heating again comes to the front. Some places
in the west, $10.00 a horse-power the year round is not
considered cheap. This branch of work has been taken
up to some extent already.
Electric cooking utensils are also coming into favor
rapidly. Even when the cost of electric heating devices
around the house exceeds that of other methods the ques-
tion of convenience will probably come in and settle the
question in favor of electricity in many cases, in the same
way that the convenience of the electric light won it
friends in spite of the cheaper gas.
AND SHE FELT SORRY FOR IT.
He came home very late one night
And to explain the slip,
He told hi& wife he was feeling gooti
But the cable had the grip.
364
MORE ABOUT ELECTROLYSIS.
ELECTROLYSIS is not an entirely incurable
"disease," as we think the facts brought out in
the last few issues of the Review go to prove.
In nearly every case where electrolysis has caused much
damage it has proved on investigation that the road
causing it was using an exceedinglj- poor return, con-
sidering the volume of its traffic. This is not meant to
reflect in any way on our friends who have been thus
troubled, for this difficulty was such a new and unexpected
one that it could hardly have been forseen. It is never-
was single bonded with iron wire and the rails were 35-
pound tram. All agree in ascribing the difficulty to the
poor return, and since the construction has been improved
by the use of dp-pound rails and No. o copper bonding,
about one-third less energy is consumed, and no trouble
is anticipated from electrolysis of pipes.
Our engraving shows some sections of iron pipes from
near the West Side power house at Milwaukee. These
are the first iron pipes to be eaten away in that city.
The road causing the trouble was installed in the early
WATER PIPE AT LOS ANGELES.
theless a'welcome'pointer^ that^a very poor return circuit
has in the majorit}' of cases been the cause of the diffi-
culty, for had trouble occurred on the smaller and mod-
erate sized roads, which had return circuits designed
according to the best and most improved methods, the
remedy would prove to be a serious problem indeed. As
it is, the cure is not far to seek. On the larger roads the
question is much harder to deal with, but new ideas with
regard to efficient ground returns are being advanced so
rapidly that the outlook is exceedingly bright even for
days, and of course does not have'a return quite up to
modern standard. The traffic is heavy.
As stated in Manager Clark's letter in our March
issue, there has been some trouble in Los Angeles. Our
engraving shows some of the pipes acted on. As the
Los Angeles Consolidated is a large system, the difficul-
ties are more serious than is usually the case, and the soil
is not at all favorable. However, when Manager Clark
has an opportunity to thoroughly carry out his excellent
ideas on bonding as expressed in the letter referred to.
ELECTROLYTIC ACTION OX WATER MAIN, LOS ANGELES.
them. The much hoped for continuous rail would prob-
ably solve the problem, and in its absence one of the
things most needed is a cheap, easily applied non-corros-
ive rail bond connection. The question is b}' no means
settled, but the case is not nearly as serious as at first
appeared.
In addition to the roads mentioned in the article on
"Rail Bonding and the Ground Return" in our February
and March issues, we have received reports from several
places where trouble from electrolysis has occurred.
Hamilton, Ontario, has suffered a little, but the road
the trouble will no doubt be greatlj' helped. The major-
ity of roads are in a transition stage from the old method
of bonding, etc., to the new, and it is not fair to criticise
any method until it has been thoroughly tried. In many
places electrolysis has been going on ever since the road
was put in, and long before new methods were tried, hut
has onlj' recently been discovered.
At Saginaw, Mich., quite a different case presents
itself. The system comprises twenty-five miles of track,
only three blocks of which show any signs whatever of
electrolysis of water pipes. The ground in the troubled
^ ticctlF^mWiiy- j^Vm/
365
neighborhood is saturated with brine from salt works.
There is also in the vicinity a galvanizing works, which
discharges large quantities of refuse containing sulphuric
acid into the ground. The rails are bonded with No. 6
wire, with two supplementary wires. A more difficult
case to deal with could hardly be found, as both salt and
sulphuric acid are e.xceedingly favorable to electrolytic
action.
It is a growing conviction among many that the way to
prevent electrolvsis of pipes is to connect the rails to the
ELKCTROLVllC ACTION AT MILWAUKEE — IRON WATER MAiNi.
water pipes in as many places as possible. This is cer-
tainly not without reason, for if it is the How of current
between the earth and pipes that does the mischief, the
most natural way to prevent it would be to provide an
easier path than the ground for the flow of current
between rails and pipes. This idea should not be carried
so far, however, that the improvement of the return cir"
cuit in other ways is neglected.
AN OVERLAPPING RAIL JOINT.
THE accompanying illustration shows a form of joint
that is being experimented with on the Chicago
City Railway. It is made by sawing out a piece
three inches long from the lower half of one rail, and a
corresponding piece from the upper half of the abutting
end. The ends then fit together as shown in the illustra-
tion, which represents the joint with the fish plates
removed. It is manifestly suited only to double track,
where the traffic is all one way. In the joint here shown
it should be from right to left. With the traflic in this
direction it is impossible for the end of one rail to be
depressed lower than the other, so that the only pounding
possible is that caused by the depression of the joint as a
whole. Mr. Bowen had a few of these joints put in on
BOWEN S OVER LAPPING RAIL JOINT.
the Kansas City Cable Railway four years ago, and they
are still in good condition, having received almost no
attention. They are now being tried for a block on the
Sixty-first street line in this city, where they will be sub-
jected to the heavy pounding of the electric motors.
They give promise of being an improvement, if not a
"cure all," and are at least worth a thorough trial. Mr.
Bowen states that if sufficient time is given, the next track
laid by the City Railway will have this kind of joints.
The joints as laid have an overlap of three inches, but two
inches is considered sufficient. The cost of sawing these
rails cold has been found to be about sixty cents a joint.
FIRE-PROOF CONSTRUCTION.
THAT fireproof construction is now perfectly possi-
ble there is no question, and it is strange that it is
not more often met with in the construction of
power stations and car barns. By fireproof construction
is not meant a brick and iron building finished with wood,
nor a building that has its combustible material covered
over with non-combustible. Experience has proven many
times that a building is not fireproof unless it is composed
entirely of material that will not burn under any condi-
tions. This would have been a difficult problem a few
years ago, but if a power station is not fireproof today
t is because its builders do not choose to make it so.
Brick, iron and concrete go together to make up a fire-
proof combination in the main essentials of the building,
and porcelain, marble and slate furnish the insulating and
fireproof qualities necessary for the electrical part of the
work. The typical fireproof station will have its floors
all of concrete from boiler to dynamo room, and if it is
necessary to have any platforms they will not be of wood.
Concrete floor around engine foundations will, if properly
laid, tend to greatly lessen the vibration. When it neces-
sary to run pipes below the floor level the trenches are
covered with iron. The walls of the station are of brick
or stone and the i oof is iron frame. Whether this iron
frame supports an iron roof or one of gravel, slate, tile or
any combination of these materials, is the choice of the
builder. The switchboard is of slate or marble and no
wood is used around any of the electrical equipment
except that forming the supporting frame for the switcli-
board and the dynamo bases, which is too small in amount
to be worthy of consideration. It would take a very
intense fire from the outside to injure such a building.
3«t)
^ticfit j\aiWiiy" J^yleW*
It is nothinor uncommon to see a station with some of
these elements of construction, but having one or two
important ones omitted. Sometimes the structure will be
built entirely' fireproof from the roof to the sills, and then
a wooden floor laid. As fireproof construction is expen-
sive, it would seem that the best policy would be to do
the job thoroughly. A building made half fireproof costs
more and is not much safer than one that is built with no
attempt in that direction. What is worth doing at all is
worth doing well. Our engravings show two good
CAR BARN WILMINGTON CITY RAILWAY.
examples of perfectly fireproof structures. The car barn
of the Wilmington City Railway, built by the Berlin Iron
Bridge Company, is an iron frame brick building. The
roof is entirely of iron. The power house of ,the Wor-
cester, Leicester & Spencer Street Railway, at Worces-
ter, Mass., somewhat similar in construction, was built by
the same company, who claim that they can build a power
station without a particle of wood in it. In constructing
car barns, the facility with which cars can be removed in
case of fire should be considered. Where dependence is
mi y^^A
FIREPROOF POWER STATION', WORCESTBR.
placed on a transfer table there is very little chance to
save a barn full of cars. Where, as is frequently the
case, every track leads to the main line, the number of
cars that can be saved in case of fire depends principally
on the number of men there are to handle them.
In addition to the protection offered in the buildings
illustrated, the imposing appearance and strong and last-
ing qualities of the Berlin Bridge Company's work
reflect great credit on their skill.
THE ACME SASH WHEEL.
THE accompanying cut represents the "Acme Sash
Wheel." It is a brass wheel about f^ of an inch
in diameter, mounted on a steel spring on a brass
plate, as shown at the right. This plate is sunk in a bevel
of the window sash, so that it presses firmly against the
window stop, forming an anti-friction bearing between the
' .P71ZS.
jpr
ACME SASH WHEEL AND SASH.
sash and stop and preventing rattling from play of the
sash in either direction. The sash is held firmly against
the outside stop, making a tight joint and at the same
time the sash does not e.xpand and stick in wet weather.
The fixtures are being manufactured by the Acme Sash
Wheel Company, 1024 Opera House Block, Chicago.
"Benzine cabs," says one of our intelligent secular
contemporaries, "are novel features of German transporta-
tion. They require no track and a touch of a lever starts,
stops and guides the vehicle. It is convenient for families
as the same heat may be used to cook the meals during
travel and warm the occupants in winter. The cost of
the cab is $1,000 but this can be reduced to one-half.
The machinery is simple and strong and the speed of 16
miles an hour costs one-half cent's worth of benzine a mile."
(^Jmtl/\aiW<i^9^ymi^
.•567
ON THE GRIP.
THE gripman sat down in the trailer and said, "I
was telling you fellows a cold weather story.
Well that woman was interrupted by the conduc-
tor of the cold, cold car and he looked so miserable that
she didn't say a word and she didn't report him either."
"Another woman," Gripman Perry continued, "touched
my shoulder at Twenty-fourth street once while on what
I call my dinner trip. She told me confidentially that she
wanted to get off at Si.xteenth street. When I arrived
there the railroad gates were closed and as my leader was
standing on the north side of the street, I stopped on the
south side of the crossing. I turned around then and said,
"This is Sixteenth, lady." "I know that," she replied,
"but I want to get off on the north side of the crossing."
"O, I beg your pardon," I returned, "I thought you might
be a stranger in the city. However, you have only fifty
feet to walk and I may have to stay here five minutes."
She was mad as a wet hen in an instant. "I am not a
stranger," she replied, "I was born here, and I know the
streets better than you do. So there. If I were 3'ou I
wouldn't be quite so familiar on so short acquaintance."
As I here concluded that the remarks were becoming
personal I retired from the conversation and didn't look
around until I had crossed the street within the regulation
25 feet of the railroad, before I stopped. This was
about 100 feet further than the crossing, and I then gained
courage enough to look around me. She got off and
then ! well, she told me first that she wanted to know
why I didn't stop when I got across the street. I told
her that the wheels had slipped. She didn't believe that
beautiful story — just then a freight train came along,
down went the gates and 1 was cornered, and had to face
the music. She said she was an intimate friend of the
superintendent. In fact, she usedUo go to school with
him. She said it was a daily pleasure of hers to have
men discharged. This didn't scare me, but when she
told me that she used to go to school with the superinten-
dent, it weighed heavily on my mind. You can't always
tell what influence these old girls may have with a man.
So I took water and said, "O, madam, I am very sorry
for offending you, so please don't report me. I have
been sick all fall and have only been at work three weeks.
Besides I have a wife and six children, I am three hun-
dred dollars in debt and coal is high." That brought her.
Of course I stretched the truth considerably, but I knew
that if I didn't she would. Let me advise all you young
and inexperienced fellows to work the sorrowful graft.
It isn't nice but it pays.
One day last summer a little lady about six years old
said, "Driver, let me off at Randolph street." "At Ran-
dolph and Michigan or Randolph and State?" I asked.
She thought a moment and replied, "I want to get off so
that I can go over and see Lizzie Brown." Of course I
found out where Lizzie Brown lived and let her off at
the right place.
Children and dogs, by the way, are the best friends we
have. They show by their actions whether they like you
or not.
There are a great many things that happen along the
slot rail that makes drivers careful and causes their hair to
turn gray. But if it's one thing beyond another it is to
have a woman driving a horse heave up along the track
some where. It makes a man rise to his feet, open the
grip and reach for the brake to see a woman driver
within a half mile of him. Nobody can tell what a
woman driver may do next. In fact, she does not know
herself. Often in her anxiety to avoid some slight or
imaginary danger she'll run plumb into a cable car or
an ice wagon.
We have lady friends though, along the line, and
many a man has stopped his car in the middle of the
block just because of a pleasant smile. The gripman, be
it said to his credit, hasen't any time to flirt. He leaves
that for the rear platform but, nevertheless, good friends
of the gentler sex are made by courtesies that cost nothing
and that are neither impudent nor imprudent.
School girls giggling, prim and otherwise, soon
learn to know the gripman, and as for dogs, horses
and signs along the streets we know them very shortly.
Especially the dogs, which have an insane idea that they
can run under a moving car and not loose some joints
of their graceful tail or their wildly-flapping ears. But
if you fellows want to hear a dog story just wait for my
next trip.
A NEAT FREIGHT CAR.
WE here illustrate a freight car used by the
Lynn & Boston Railroad for carrying sup-
plies from one part of the system to another.
It is very much like a steam road freight' car except that
it has an 18 inch platform for the motorman to stand on.
ELECTRIC FREIGHT CAR.
The dimensions are, heighth 6 feet, width 6 feet and
length 20 feet. It will carry from 8 to 10 tons with ease
and dispatch. It is used during the daytime and is of
course, available on any of the 125 miles of electrically
equipped road operated by this company. All general
track and station supplies, excepting rails, are carried.
368
(^ofcicct J\aiWa|y J^ylcW*
STREET RAILWAY LAW.
EDITED BY MR. FRANK HUMBOLDT CLARK, ATTORNEY AT LAW, CHICACO.
or induce a municipality to make a franchise practically
Cit\' Grant ing Exclusive Franchise to Street Rail-way.
Legislative authority conferred upon a municipality to "permit, allow and
regulate" the laving of tracks for streetcars, does not give power to
grant for a term of jears the exclusive right to occupy the street with
street railroads
The legislature has, as the general representative of
the public, plenary power over the streets and highways
within the limits of the municipality, and has, unless
specially restricted by the constitution, the power to
authorize the building of a railroad on a street or high-
way, without the consent of the municipal authority, and
may directly exercise this power, or devolve it upon the
local or municipal authorities. But the general grant of
power to a municipal corporation, which is but a mere
local agency, to authorize the use of its streets for such
purposes, while it carries with it by implication all such
powers as are clearly necessary for the convenient and
proper exercise of the authority expressly granted, does
not authorize the city to grant an exclusive franchise for
that purpose. When an exclusive privilege or franchise
to use the streets of the city for the purpose of the street
railway is drawn in question and is claimed to be derived
through a municipal ordinance or contract, the power of
the municipal authorities to pass the ordinance or enter
into the contract must be free from doubt. Nothing short
of express legislative authority will authorize a municipal-
ity to grant such a privilege or enter into such a contract.
We take it to be settled by the weight of authority that a
municipal corporation cannot create a inonopoly by grant-
ing the exclusive privilege to any person or corporation
to use its streets for laying street railway tracks, without
express legislative authority so to do; and this power
must be plainly conferred in express words, or arise from
the language used by implication so direct as to amount to
the same thing. The mere general power to permit or
allow the use of the street for such purposes, is not suffi-
cient to authorize the granting of exclusive privileges. As
the charter of the City of Salem does not in express words
or by necessary implication equivalent thereto, confer upon
the city the power to grant the exclusive privilege to one
person or corporation to occupy its streets with a street
railway, but only contains a general grant of a continuing
power to "permit, allow and regulate the laying down of
tracks thereon," it seems clear that it did not authorize
the city to grant an exclusive franchise to plaintiff's
assignor, and thereby disable itself from granting a simi-
lar privilege to defendant over the same streets.
It is earnestly urged that the construction of street
railways necessarily requires the expenditure of a large
sum of money, usually without the prospect of immediate
return, and hence private persons would not be hkely to
engage in such enterprises without an assurance that they
would be protected frorn competition for a sullicient
length of time to remunerate them for the outlay. This
argument, which is not without force, suggests considera-
tions of policy which might influence the Legislature to
grant or authorize the granting of exclusive franchises,
exclusive by withholding a hke privilege from a compet-
ing enterprise, but a reference to the cases cited will show
that it has often been urged, but without effect, when a
Court is called upon to construe particular legislation.
(Sup. Ct. Ore. Parkhurst v. City of Salem. S Notes
of Cases. 27.)
Injury to Person Crossing Street — Car Rounding Curve
— Excessive Speed — Contrilnitory A'cgligciice.
The plaintiff testifies that she was proceeding to cross
Druid Hill avenue to go to a store on the other side of the
street; that while still on the pavement close to the
curbstone she looked up and down the street to see if a
car was coming, and that she also listened; but neither
hearing nor seeing one, she proceeded on her way across
the street. She further testified that the accident occur-
red in the month of February, at seven o'clock in the
evening, when it was rather dark, and that there was a
curve in the street about half a block below the place,
and this curve prevented anyone from seeing a car com-
ing until he or she got well on towards the curb or
until the car got around the curve; that she was crippled,
and could not walk very fast. In coming up Druid Hill
avenue the car turned a corner; the distance of this cor-
ner from the place where the accident occurred is not
stated. One of the witnesses testified that it took the car
about a minute for the car to run from this corner to the
place of the accident. The gripman in charge of the car
testified that the full speed of the car was ten or twelve miles
an hour, and that it was going at about half speed, perhaps
a little faster. In a large, populous city, it is the duty of the
driver of the car to see that the track is clear, and also to
exercise a constant watchfulness for persons who may be
approaching the track; unless he does so, he does not
exercise that care and prudence which the law imposes
on him. It is of the greatest importance to enforce this
rule in cases where cars are propelled, as in this instance,
by agencies capable of attaining a speed of ten or twelve
miles an hour. If the jury inferred from the evidence
before them that by ordinary care the gripman could have
seen the plaintiff in time to avoid running over her, it
was perfectly competent for them to make that deduction
from the evidence. If the car was not in sight, it could
not be negligence on her part to attempt to cross, and if
a car came upon her and caught her in a space of one
minute, while she, a cripple, was crossing the track, we
could not withdraw the question of contributory negli-
gence from the jury and make it a question of law with-
out a calculation of chances too nice for the Court to
make. In our opinion the case was properly left to the jury.
(Ct. App. Md. Baltimore Traction Co. v. Wallace.
21 Wash. L. Rep. 313.)
Injury to a Person Alighting from Car — Sudden Starl-
ing— Contributory JVcgligence.
The fact that a street railway passenger attempted to
(^tn^^i^^^jiyay^^^w^
369
step off a car while it was in motion, will not prevent her
recovery for injuries occasioned by a sudden start of the
car so nearly simultaneous with her stepping off that she
had no chance after the car started, but was obliged to
step off to avoid falling. A street railway company is
liable to a passenger who, without her fault, was injured
by the sudden and negligent starting of the car while she
was getting off.
(Sup. Ct. Minn. Piper v. Minneapolis St. R. Co.
53 N. W. Rep. 1060.)
Expulsion of Passenger from Car— Depositing Fare In
Box — Refusal to Pay Driver.
A street railway company is liable in damages to a
passenger ejected from its car for refusal to pay a second
fare to its driver, after he has deposited his fare in the
fare-box in accordance with a rule posted in the car which
forbids payment to the driver, although it has given pri-
vate directions to the driver to go through the cars when
crowded and collect the fares.
(Sup. Ct. Pa. Perry v. Pittsburg Union Pass. R. Co.
25 Atl. Rep. 772.)
Electric Railway— Excessive Speed— Cut in Street.
It is gross negligence for an electric railway company
to run its cars at an unusual speed through a cut which
in anticipation of a change of grade, it has made in the
street in such a manner that persons driving along the
street must drive along the track.
(Sup. Ct. Pa. Greeley v. Federal St. & P. V. Pass.
R. 25. Atl. Rep. 796.)
Person Boarding Moving Car— Negligence per se.
It is not negligence per se for a person with something
in each hand to board or attempt to board an electric car
while it is in the act of stopping to receive passengers
and before it has come to a full stop. Such boarding or
attempt may or may not be negligence, according to cir-
cumstances. In this case the circumstances were not so
decisive as to dispense with a jury. The plaintiff had an
umbrella in one hand and a handkerchief in the other.
(Sup. Ct. Ga. White v. Atlanta Consolidated Ry.
Co. Not yet reported.)
Regidating Rates of Fare— Ordinance Requiring Con-
ductors to Keep Tickets for Sale.
Where a city is given the power by the legislature to
fix and determine the fare which may be charged by street
railways, a city ordinance may validly require that the
conductors of street cars shall keep for sale six passage
tickets for twenty-five cents. The power to fix the rates
of fare necessarilly carries with it all incidents necessary
to carry the power into effect. Thus, for a single
passage the fare is five cents; if six trips are to be
made, the price is fixed at six for twenty-five cents. A
street railway has no depots; its stations are the street
corners, and its business with the public is conducted on
its cars. Is it unreasonable to require the company to
sell its tickets at its place of doing business? We think
not. The plea that it is liable to be defrauded by
its employes if it sells ticket on the cars does injustice to
many faithful, reliable and diligent persons whose integrity
is above question, and is a mere pretext to evade the
ordinance requiring tickets to be sold on the cars, as will
readily be seen from the stipulation of the fact that it is
for the interest of the company not to sell tickets, but to
collect fares in cash. But even if the claim on behalf of
the company is true, which we do not believe, it must
comply with the ordinance. The question is one of
power, and the power of the city over the street railway
is full and ample, and the requirement is reasonable, and
the company must perform on its part.
(Sup. Ct. Neb. Sternberg v. State. 8 Notes of
Cases, 30.)
Street Railway — Failure to Complete Road Within Time
Specif ed — L iquidated Damages.
The sum required to be forfeited in case of a street rail-
way company's failure to complete the first line of its road
within a year, is to be treated as liquidated damages and
not as a penalty, where its contract with the town provides
for the forfeiture by it of its right of way and privileges,
and that it shall also '-forfeit and pay" $500 in case of its
failure to complete such line within that period, although
it requires the company to give bond in the sum of $500,
and after a breach the damages are found to be capable of
assessment.
(Sup. Ct. Ark. Nilson v. Town of Jonesboro. 20 S.
W. Rep. 1093.)
Obstruction of Street Car Track-Violation of Ordinance.
Defendant stands convicted on the violation of an ordi-
nance prohibiting the obstruction of street cars by placing
obstacles upon or along the tracks. Defendant had
obtained a permit from the city authorities to move a
house, in which he was forbidden to obstruct the passage
of the street cars at any time between five o'clock in the
morning and eleven o'clock at night. The only excuse
or justification offered by defendant for his acts, is that
the company had agreed to let him go over the tracks and
had no right to exact the sum of ten dollars as compensa-
tion for taking down and replacing the wires. The
defendant seems to have overlooked the fact that the
street railway company could not authorize him to violate
the ordinance, nor would any act of said company excuse
or justify his disregard of its provisions. This prosecu-
tion was not a controversy between defendant and the
company. It was on behalf of the people; for though the
ordinance is of great value to the street railway company,
it was enacted primarily in the interest of the traveling
public — the people who have frequent occasion to use the
street cars, and cannot be detained and inconvenienced
either by the acquiescence of the company in the creation
or maintenance of any obstruction, or by the act of some
person who, having difiiculty with the company, obstructs
the passage of the cars. The testimony of the defend-
ant shows beyond controversy that he wilfully blockaded
the track, thus violating the ordinance, and from his testi-
mony alone the court would have been justified in its
action.
(Sup. Ct. Minn. State v. Pratt. 53 N. W. Rep. 1069.)
370
(^iied/l^^mlM^9\eym/
THE INNOCENT CANDLE AND THE
ELECTRIC LIGHT.
Common people are always interested in prying into
the mysteries of science, and for the benefit of those whose
early electrical education may have been neglected we
will take a few extracts from a description of the electri-
cal features at the World's Fair, by John Gilmer Speed
in Harper's Weekly. In speaking of the subways and
the wires carried therein he says:
"Visitors who ask questions will be told that some of
the wires are charged with 200-horse-power."
This is probably intended as a warning to visitors not
to ask questions, and if it were true that they would
receive such answers we should certainly advise them
not to. The condenser capacity of those wires that are
capable of being charged with 200-horse-power must be
something enormous and we advise those at work trying
to perfect a commercial condenser, to study the conditions
prevailing in the subway.
In connection with the chandeliers in the Manufactures
Building the following dissertation on "candle-power"
occurs :
"Each light will be of 2,000-candle-power. Thus,
in these five large lights, there will be illuminating value
equivalent to 828,000 candles, the candle being the unit
of measurement arbitrarily adopted b}- electricians who
speak of one electrical candle-power as being equal to
the power of four ordinary candles, because the rays of
an electric light go equally north, south, east and west.
But as the little candle throws its humble beams in the
same way, we should divide the candle-power of an elec-
tric light by four to get its actual illumination value when
compared with candle light."
Thus the little candle, humble tho' it be,
Lighteth up the pages of Harper's Weekly.
JUST THE POINT.
IT seems that even the rapid transit philanthropists
are not with a single eye to the public good. In
fact, they wish to make a little something for them-
selves on the side. Is New York thus affiicted?
Recently an ambitious civil engineer was caught in his
office figuring away for dear life. "What are you up to
now?" a friend asked. "Oh, just a scheme for the Rapid
Transit Commission to worry over. I submitted one,
but it wasn't a go. Now I'm working on another tack.
I am going to present the following proposition : If the
city will lend me $30,000,000, I will put up a guarantee
to furnish $20,000,000 — if needed — and build a viaduct
through the Island from the Battery to Harlem, that will
give all the rapid transit needed for the next half century.
I want to borrow the $30,000,000 at 3 per cent. I esti-
mate that the road will cost ine about $28,000,000, so I
will make a cool $2,000,000 to begin with. Then, you
see, I can put out most of the $30,000,000 at 4 per cent,
and can use the interest to go on with the construction.
That would put about $760,000 more in my pocket. It
looks like a good thing, and I'm working it for all it's
worth." With these three-per-cent rapid transit prophets
and profits, it is easy to see the interest taken by certain
engineers in such schemes.
TROLLEY WIRE JOINT.
THE "Teck" joint is made by splitting the ends of
the wires to be jointed with a hack saw, slipping
into the case or sleeve, as shown, and then filling
the case with solder. For uniting trolley wires and heavy
WIRE
/
HACK SAWED WIRE
/ SOLDER
/SLEE-VE / OPENING
/ / / ,^L- , ■-
1 ^
--
Jlill
PAT, APPL'D FOR
cables the strength and small size of this joint commend
it to all. The sleeves are made by the Technic Elec-
trical Works. 604 Provident Building, Philadelphia, Pa.
THE BROOKLYN "L."
THE quarter ending March 31, has just been
reported to the railroad commissioners of New
York by the Brookl3'n L. The tabulated form
comparing the past two years shows a remarkable
decrease for 1893:
1S93. 1S92.
Gross earnings $486,894 $460,342
Operating expenses 280,913 259.69S
Net earnings f 205,951 $200,644
Other income - 2,099 3.349
Gross income $208,050 $203,993
Fixed charges _ 189,046 161,020
Net income $19,004 $42,973
The total assets are placed at $26,744,080 and the
capital stock at $13,283,600.
ANOTHER ELECTRIC FOR CHICAGO.
LICENSE for incorporation has been issued to
the North Chicago Electric Railway Company.
The capital stock is set at $2,000,000 and
the incorporators are empowered to construct, lease, and
purchase horse, dummy and street railways in the city of
Chicago and the county of Cook, and to maintain and
operate the same. Chas. H. Gurney, John E. Burke and
Alexander M. Savage are the incorporators.
Cable traction for street lines has been rather slowly
adopted in England. What lines there are have labored
under difficulties brought about by poor construction, and
still poorer maintenance, coupled with the Britisher's
prejudice against anj-thing new. A new line recently
opened up between Kensington and Streatham is said to
be of first class construction, and one that will probably
bring the system into greater favor in England. The
cost of construction is much less than here.
^ticetj\ailvva^9^yltiW'
.•571
CRIMMIN'S FIRST CAR.
THE initial trip of the Broadway Cable over the
entire route was made early on the morning of
May 13. Car No. 6 left the car barn with F. S.
Kane, superintendent of gripmen, at the helm and the fol-
lowing officers of the company: President John D. Crim-
mins and Treasurer Thomas F. Ryan, of the Metropoli-
tan Traction Company, Chief Engineer George W.
McNulty, Assistant Engineers F. Tranaltes and E. C.
Earll, President Henry Thompson of the Broadway Line,
Superintendent H. A. Newell, Division Engineer Albert
Carr, who has charge of that part of the line north of
Twentj'-third street; Operating Engineer F. L. Hart,
William St. John and John D. Crimmins, Jr.; John
Stephenson and Vice President Tackaberry, of the
Stephenson Car Company, were among the invited
guests.
The trip was a successful one and despite the early hour
of 10 o'clock a merry one. The section of the road
above Fifty-first street has been operated previously, but
only one set of engines in the Houston street power house
were set in motion.
NEW JERSEY'S ROADS.
STREET railways in New Jersey report annually,
and the following is a sketch of the returns
brought in. During the past year the mileage
has grown from 242 to 281 miles; the capital stock of all
the corporations from $10,410,947 to the snug sum of
$13,189,755; the capital stock paid up from $10,303,947
to $12,668,005; the funded debt from $10,063,000 to
$13,024,100; other debts from $1,157,992 to $1,707,439.
Three new railways were built in the year, raising the
cost of railways and equipments from $21,806,183 to
$23,872,444; the expenditure for repairs and manage-
ment from $1,968,758 to $2,488,304; the gross receipts
from $2,623,068 to $3,083,991. The dividends paid by
six companies amount to $74,086. Last year only four
companies paid dividends, and they but $33,078. The
Consolidated, of Trenton, now operates 32 miles of track,
with a capital of $1,500,000; funded debt, $521,000;
other debts, $380,401; cost of road, $2,343,261; repairs
to the road, $185,282; gross receipts. $179,355; passen-
ger traffic, $175,792.
MAINE'S NEW ROAD.
MAINE and New Hampshire have been the
most backward of the states to accept the
new order of things and electrify railway sys-
tems. The next electric railway in Maine will be the
Calais-St. Stephen line, which will extend 5 ^i miles from
the lower wharf at Calais to the depot at St. Stephen.
The men most interested in the enterprise are : A. F.
Gerald, of Fairfield; Geo. A. Curran, C. D. Hill, and W.
A. Pike, of Calais.
THE ORANGE MOUNTAIN CABLE.
IT was in 1887 that E. A. Pearson and Francis M.
Eppley, well known in street railway circles, organ-
ized the Orange Mountain Land Company, and
purchased 500 acres at the top of Orange Mountain for
$235,000. In 1891 the property came into the possession
of the Globe Investment Company, of Boston. As the
land was 500 feet above the country 'round about, for all
THE POWER HOUSE.
practical purposes of residence and resort it might as well
have been at the top of the Washington Monument, and
so the new owners organized the Orange Mountain Cable
Company, and contracted with the New York office of
John A. Roebling's Sons Company to build and fully
equip the line.
DRIVING MACHINERY, SHOWING SAFETY CABLE DRUMS,
WITH AIR BRAKE.
The entire construction has been in charge of S. A.
Cooney, of the New York office of the Roebling's,
and the work, which commenced with the drawing of
plans last October, was pushed with energy, and now
stands forth completed, a lasting honor to both engineer
372
(^Wd/j\aiWii^j^ylcw^
and contracting company. In many respects^ it is the
most interesting of the many types of inclined plane cable
roads.
From one bulkhead to the other the line is straight,
except as to elevations, and is 3,825 feet long, with an
elevation of 500 feet. Tracks are double, of 8 feet
gauge, spaced iSJeet between centers, and laid with 56-
section are 5^ inches between centers and rest on the
pulleys just below the top of the channel irons, except at
the moment when the car is passing over, when the
ropes are lifted out of the conduit to a height of two
feet, falling again into place below the street level when
the car has crossed. Safety gates are let down when
the car approaches to prevent vehicles from becoming
CAR AT TOP OF THE INCLINE.
pound T rail. A maximum grade of 14.5 per cent con-
tinues for 1550 feet, and about half way up the incline
Gregory avenue is crossed on a level.
This crossing is very unusual in the construction of
incline planes, and called for special construction, as it
was not permisible to use an open conduit, as vehicles
constantly cross the line. A narrow conduit was there-
THE LOWER TERMINUS.
entangled in the moving cable as long as the ropes
are exposed. The arrangement is clearly shown in the
illustrations.
Another novel device is the provision by which the
conductor of each car is in constant communication with
the engineer by means of an electric signal wire which
will be noticed in the illustration as extending along the
LOOKING UP THE GRADE.
AT THE GREGORY STREET CROSSING.
fore built in each track, formed of two Z iron beams 8
inches deep, set 12^ inches apart, with an I beam
extending parallel between and thus forming a double
conduit in which two groove pulley wheels of 15 inches
diameter are placed at intervals of 15 feet; the I beam
being cut away on the under side where necessary to
make room for the pulleys. The two cables on this
outside of each track. A push button in the car strikes
a gong in the engineer's room, and a set of signals to
stop, start, etc., enables the cars to run by Gregory
avenue when no passengers are to be taken or discharged.
This wire is carried on a Y shaped insulated support, in
which the composition forked tips are set in glass insula-
tors mounted on locust pins, the whole rising 10 inches
(^Iaeetlf(ailw!a^ J^A/m/
373
S. A. COONEY,
Constructing Engineer.
above the ties. This signal wire is carried between two
trolley wheels, fastened to an arm projecting from the
car. The larger wheel is 7 inches in diameter, i J^
inches wide with a 3^
inch groove. The
small wheel is iji
inches diameter. At
the Gregory street
crossing the signal
wire is carried in a
conduit having a i }2
inch slot through
which the wire is
raised the same as
the cables.
The power house, as
will be noticed in the
illustration, is a hand-
some structure of
stone, with boiler room
in the rear 33 by 33
feet, and engine room 60 by 33 feet; space is left for
additional engines if required. The bay
window in front is the operating room and
occupies a commanding view of the line.
In this room are the levers for controlling all
the machinery, including the air brakes,
electric signal from the cars and the indica-
tor which shows the location of the cars on
the incline. The indicator is also provided
with an automatic electric alarm which rings
a bell to announce the approach of the car
when within 400 feet of the landing, and as
a signal to lessen speed.
The upper portion of the station is fitted
up as a waiting room and superintendent's
office.
Power is derived from two 150-horse-
power engines running at 120 revolutions
per minute, and made by the Becket Foundry & Machine
Company, of Arlington, N. J. Two Hallet boilers have
having three grooves. The cable takes three half wraps
on each drum, and drums are equipped with Westing-
n
piyp'"-'v^
TROLLEY FOR ELECTRIC SIGNAL WIRE.
house air brakes. In addition to the driven cable,
another of equal strength is carried around
two horizontal drums also fitted with air
brakes, so that in case anything should hap-
pen to the main cable the engineer has still
full control of the car by means of the safety
SUPPORT FOR SIGNAL WIRE.
SIDE VIEW OF I BEAM.
As cut away for carrying pulley 3^Grcg:a^y Avenue Crossing.
rope. Each cable is i^ inch diameter, has
a breaking strain of 90 tons and was made
by Roebling. The cables are not endless,
being permanently connected at the ends to
the cars, of which there are two, working as a counter-
balance. These cars are also somewhat of a departure
CROSS SECTION OF TRACK AT GREGORY AVENUE CROSSING, SHOWING CONDUITS FOR HAULING AND SAFETY CABLES.
a capacity of 400-horse-power. There are two winding
drums, each 8 feet diameter, weighing 10,300 pounds and
from the regulation inclined plane cars, being mounted
on two 4-wheel trucks in which the lower wheels of each
374
(^iyicd/9\aiiw^j^yievv^
truck are 42 inches diameter and the upper wheels 28
inches. The distance from rails to car floor is 18 inches
at upper end and 6% feet at lower. The cars are 44
feet long over all by 16 feet wide, and weigh 16 tons
each. The passenger room seats 15 persons with stand-
ing room for an additional 25, while the space for trans-
porting vehicles is 10 by 44 feet.
A neat, strong railing incloses the platform, and the car
travels at a speed of 750 feetper minute. Trips begin at 7
o'clock in the morning and continue until 7 p. in., but the
hours will be lengthened soon. On Sundaj^, May 21st,
5000 passengers were carried up the mountain, from the
summit of which a magnificent view is presented of the
surrounding country.
MOSES G. FARMER.
IT is not probable that many street railway men, as
indeed many electricians, have ever heard of Moses
G. Farmer. This does not tend to prove the less of
importance of Professor Farmer's deeds and personalitj^,
but rather shows that the intensely active growth of elec-
trical science has made
the earlier efforts of
men of mature age
read Hke the narra-
tives of a century ago.
Professor Farmer,
whose very active and
efficient life closed
May 25, 1893, at his
temporary Chicago
residence, was born at
Boscawen, N. H.,
Feb. 9, 1820, of Puri-
tan parentage.
His father was a
well-to-do farmer and
lumber dealer, so that
the young man's scholastic tastes were gratified by a
thorough training at Andover academy and Dartmouth
college, from which institution he was graduated with a
thorough scientific knowledge of all that was then known
of electricity.
After teaching school and entering into various manu-
facturing enterprises which yielded good profits, Professor
Farmer began his best known work in electrical lines.
His first commercial work was the building of a telegraph
line from New York to Boston, in 1847. About this
time also he invented an electric fire alarm service, which
was subsequently adopted by the city of Boston and
which for forty years did good service.
It was in 1847, though, that the electric railway
patents were granted, and a small experimental line built
which used primary batteries. The motor was success-
ful to all intents and purposes, and was undoubtedly one
of the earliest attempts at an "electro-magnetic engine."
The engine pulled a passenger car and each was four
feet long, well made and mounted on 6- inch wheels.
MOSES G. FARMER.
This engine and car was exhibited throughout New
England, and form in reproduction part of a World's
Fair exhibit of Professor Farmer. His other inventions
of multiple telegraphic transmission and fire alarm,
together with minor devices, brought a comfortable
income, which he applied to the good uses of philanthropy.
For many years Professor Farmer was stationed at the
torpedo station off the Rhode Island coast, near Newport.
His residence in Chicago was occasioned by the intense
interest he took in the electrical exhibit at the World's
Fair.
The beautiful open hearted character of this man
gained a large circle of friends in Chicago, who mourn
his loss in common with numbers in the East.
A FREE LIST FIEND.
ONE Hunter, a city father of Kansas City, has an
eye to the dignity of office that would turn Mal-
volio green with envy. This alderman prepared
an amendment to the ordinance to extend the Vine street
line franchise. The amendment reads that all Judges of
the United States and State Courts in Jackson county,
Mo., and all clerks of said courts and their deputies, and
all the marshals of said court and their deputies, and the
sheriff of said county and his deputies, and all justices of
the peace of said county, and all the constables of Kaw
township and all their deputies, and all the elective and
appointive officers of said county and city connected with
the administration of justice in said county, including all
policemen, the city engineer and all his assistants, the
members of the board of public works, and the members
of the board of park commissioners, and all members of
the city council, shall ride free. We pause for breath to
inquire who will pay fare in Kansas City, Missouri.
A LATE SPRING, BUT THE CROP IS COMING ALONG NICELY.
The Stoven Rail Joint Company, of Fairfield, Iowa, is
incorporated with Geo. A. Willis of Fairfield as president.
Dr. F. Bragg, of Dayton, Mass., is the inventor of a
patent safety fender, which on trial, picked up sawdust
men with safety and dispatch.
(^tx«ct5\ailM^j\eyicW'
37.-)
Bv a decree of the French minister of public works it
has been decided to found a chair of industrial electricity
at the school of mines.
Lead covered cables insulated with paper are being
made by Siemens & Halske, of Berlin. Their insulation
resistance is said to be very high.
The Havre, France, Tramways have received a
50-year concession, and will in consequence provide new
rolling stock and better accommodations.
The General Electric, of Berlin, have made a
50-horse-power multiphase current motor for the World's
Fair. It is entirely without commutators or collecting
rings.
The Tudor Accumulator Company makes a secondary
battery cell weighing nine tons, and having a capacity of
27,000 ampere hours, and a maximum charging current
of 4,800 amperes.
The Madras Electric Tramways Company have asked
for an extension of time, six months, which will probably
be granted if the authorities are satisfied that the scheme
has sufficient capital behind it.
Herr Bork a German engineer publishes his opinion
that to run trains at the rate of 40 or 50 miles an hour by
electricity would require only 60 per cent of the power
used with steam locomotive traction.
The Munich Horse Tramway Company has decided
to introduce electric traction on their lines, and the
Allgemeine Berbner Electricitats-Gesellschaft are to be
entrusted with the necessary operations.
A SINGLE track cable line has been built at Matlock
Bridge, England. The grades were very steep and the
road too narrow for a double track, so that a single track
with turnouts was resorted to. G. Groydon Marks is
the engineer of the line.
The Companie des Tramways of Paris have decided to
adopt a storage battery system, and the cars will be fixed
to run in trains. Each car has a 15-horse-power motor
on each axle, the speed to be eight miles an hour inside,
and ten miles an hour outside the city.
ics for 1890. There were at that time 18,158 miles of
track with 6,933 locomotives. The fuel used was 36 per
cent wood, while the petroleum used amounted to one-
si.xth of the total fuel.
The Omnibus & Tramway Company of Lyons,
France, says Science et Commerce, is about to introduce
the trolley, and to that end have decided to contract with
the Thomson-Houston Company. The power will com-
prise two tubular boilers, two 1 50-horse-power Mclntosh-
Seymour engines, and two Thomson-Houston railway
dynamos.
The Calcutta Tramways which have been in operation
for over twenty years, recently threatened to shut down
on account of the exorbitant sums it has to pay the city
government, The amount paid for track rental and right
of way is over five times that paid ten years ago, and
with prospects for an increase. The dividends were
increasing in an inverse ratio, with prospects of their
sinking out of sight.
A correspondent of the London City Press says he
can recall the day when an omnibus passenger was
required to pay his fare on leaving the vehicle, and how
often a line was kept waiting on some old lady who, even
in that primitive time, could not find her pocket. On
suggesting the ordinary method of collecting, the con-
ductor replied it could not be done without offense to the
passengers. The same correspondent suggests another
innovation which he calls "stamps," and means in United
States dialect — ticket.
The Russian Minister of Transportation, with wonder-
ful promptness, has just issued the Russian railway statis-
In a paper read before the English Society of Engi-
neers, H. Conradi stated that local authorities usually
prohibited the tramways from cleaning their rails,
unless means were taken for also collecting the mud
after it was cleaned off the rails. He then described a
form of scraper he had designed for this work. The
quantity of mud collected from a mile of single track
varied from 70 to 770 pounds per mile of single rail.
He claimed that horses would last eighteen months
longer on roads where the rails were cleaned than where
they were not.
The Berne, Switzerland, compressed air tramway is at
present exciting a good deal of interest. The peculiar
feature of this system, which is known as Mekarski's, is
that steam is mixed with the compressed air — in order to
keep its temperature from falling too much when the
pressure is lowered — and so reducing the air pressure
to a point too low for use on the engines. The air is
compressed in a central compressing station, and after
passing through dryers is sent out in pipes to the so
called accumulator stations, where it is stored in tanks
preparatory to delivery to the car. At these accumu-
lator stations are also the boilers furnishing the steam
to be mixed with the air. The motors are like a com-
mon .steam motor, and the storage tanks are under the
car floor.
376
(^tied/lF^ailway-u^yle^
THE FIRST ELECTRIC RAILWAY IN SOUTH CAROLINA.
THE opening of the Columbia Electric Street Rail-
way, has given the capital city of South Carolina,
a stirring and business air. Rapid transit was one
thing Columbia needed, for it is a city of magnificent pro-
portions, with broad streets lined with beautiful shade trees;
with every natural advantage to make it large and prosper-
ous. Situated half way be-
tween the mountains and the
sea, its climate is most equ-
able, and peculiarly free from
either extreme heat or cold;
making it a most delightful
residence in summer or win-
ter.
Its chmate is probably one
of its least advantages, as
they are estimated in this
busy age of progress. Co-
lumbia possesses manifold
advantages, as a manufactur-
ing and commercial center;
which it is destined soon to
become. Located directly in the center of the state;
with the Broad and the Saluda rivers forming themselves
COL. J- Q. MARSHALL,
Presidt-nt,
PubHc attention has been directed for several years to
Columbia's large cotton oil mills, and phosphate indus-
tries, which bring in a large revenue.
Columbia's electric street railway
is her latest enterprise, which every citizen feels doublj'
proud of, because it is the first electric street railway in
South Carolina, and is strictly a Columbia enterprise.
The Columbia Electric Street Railway, Light & Power
Company was organized on the sixth day of January, 1893,
by a special act of the General Assembly, of the State of
South Carolina, and has an exclusive franchise for the
electric railway and the electric lighting of the city,
together with the furnishing of power for industrial pur-
poses. The company purchased the Congaree Gas &
Electric Light Company, the only electric fight company
in the City of Columbia, and also purchased the Columbia
Street Railway Company, a road operating its cars by
horse power. It was evident that a change from horses
to electricity was necessary to give a satisfactory rail-
way service, and more power being necessary also to
extend the lighting system of the city, the company pur-
chased from the State of South Carolina, five hundred
horse-power of water power, on the Columbia canal, at
CORNER MAIN AND WASHINGTON STREET.
into the Congaree, just at its doors, these rivers afford
water power unsurpassed in the whole South.
Its railroad facilities are exceptionally favorable to its
business prosperity. Ten railroads radiate from Colum-
bia, giving it competing lines to the north, west and south;
also to the seaboards of Charleston, Savannah, Wilming-
ton and Norfolk. A great canal has just been completed
which will develop 13,000 horse-power of water power.
Therein lies future wealth and manufacturing glory for
Columbia. This canal is recognized to be the finest in
the South, and was recently purchased by a Boston syn-
dicate, which is also erecting a large cotton ducking mill
which, when completed, will be the largest mill on the
south Atlantic coast. Another $500,000 mill is also in
progress.
CONFEDERATE MONUMENT AND STATE HOUSE.
an annual rental of,$S per horse-power, where they have
erected their power plant.
The plant contains two Victor turbine register gate
wheels, capable of developing 830 horse-power under a
26 foot head; and a 600-horse-power engine, made by
James H. Corliss, to be used as an auxiliary when neces-
sary. Power house is 50 by 40 feet with generators on
the second story. The horse car system was changed to
electric the early part of the present year, using a
50-pound T rail, laid on pine heart ties, in gravel ballast.
The road is five miles long, passing through the prin-
cipal business and residence streets of the city, upon which
the company operates six elegant cars, made by the Lamo-
kin Car Works; the McGuire trucks are used, with six
foot wheel base.
(^tT^y\CuWxiyj\CylcA/
?.77
CALDWELL.
The Short system was selected and that company given
the contract for the overhead work and rail bonding.
The equipment consists of two 20-horse-power single
reduction motors on each car. Generators are two 133-
horse-power. The electrical work has been done under
the supervision of R. L. Caldwell, of the Short Com-
pany. Mr. Caldwell's skill as an electrical engineer
enabled him to overcome many difficulties which arose in
the construction and equipment and since the opening of
the road, on May 6th last, everything has been a perfect
success.
The company is so well pleased they will commence an
extension at once into the
suburbs, giving a belt road
when finished, of ten miles of
track.
The constructing engineer,
R. L. Caldwell, commenced
electric railway work in the
laboratory of Denver Univer-
sity, under Professor S. H.
Short, during the winter of
1883-4. Professor Short
was at that time commenc-
ing his experiments with the
series system of electric trac-
tion. After two years en-
gagement with the Denver
Tramway Company he went into electric lighting work
and installed the arc and incandescent lighting plant of
the Iron Silver Mining Company, at Leadville, Colorado.
At the earnest request of Professor Short, who was
then at Columbus, Ohio, he again in 1888 took up
electric railway work. While in the construction depart-
ment of the Short Electric Railway Company he super-
intended the construction of nine roads, the total mile-
age being one hundred miles and the number of cars
operating 180. This is a showing of which few cons-
tructing engineers can boast.
The personnel of the Columbia Electric Street Railway
Light & Power Company is made up from the best busi-
ness men of the city. Colonel J. Q. Marshall, a member
of the Columbia bar, is president, and was for years Sec-
retary of State, but on retiring from that office turned his
attention to business pursuits. Being public spirited as
well as enterprising, he saw at once the importance of an
electric railway for this growing city and set to work to
obtain control of the two properties above mentioned. In
doing so, he associated with him the following strong
board of directors: Dr. T. T. Moore, vice-president
of the Workingmen's Building & Loan Association;
W. A. Clark, president of the Carolina National Bank;
Dr. James Woodrow, late president of the Centra
National Bank ; W. G. Childs, president of the Bank of
Columbia; Geo. B. Edwards, president of the Exchange
Bank & Trust Company, of Charleston, and also presi-
dent of the Charleston Electric Light Company, and W.
II. Lyles and John T. Sloan, Jr., attorneys. Alfred Wal-
lace, superintendent of the company, is a young man, self
made, painstaking in his attention to business and keenly
alive to the interests of the company.
FUN IN 'FRISCO.
AS the clocks were striking the hour of midnight on
the night of May 28, a small army of 400 men
armed with picks, shovels and other tools, marched
forth from the power house of the Omnibus Cable Com-
pany and proceeded to the corner of Third and Market
streets.
The order to "charge" was at once given and in less
than an hour ten sets of side poles for electric railway
wires were firmly planted in cement, and material was on
hand to occupy an hundred more holes which by this
time appeared along the curbs. The superintendent of
streets, however, chanced along, and hieing himself to
the Mayor secured sufficient police force to stop work.
The company were relying on securing an injunction
restraing the city from removing the poles, but the mayor
anticipated this and with another large force pulled the
offending monuments all up before breakfast. The com-
pany were constructing under a franchise granted in
February, 1892, while the mayor falls back on a sub-
sequent order of September, same year, which forbids
the erection of poles in a certain district which includes
the mooted territory. Altogether both parties made a
lively night of it, and the dawn of a final settlement has
not yet appeared.
A. W.. Me.ston, Superintendent of the Emerson Elec-
trical Manufacturing Company of St. Louis, died of con-
sumption at his home May 12. He was known as a
hard worker on electrical problems. The Emerson Com-
pany was formed around his laboratory and attained its
present proportions under his care.
The Indianapolis Board of Public Works refused the
Citizens Company permission to make some greatly
needed improvements, giving as a reason that they could
not allow anyone to cut the asphalt paving. If the chap-
ping process is the only feature which cuts the aforesaid
Board, President Mason might possibly obviate that
difficulty by running a red hot iron from his trolley cir-
cuit and meeting a hole in the precious asphalt.
A Restaraunt on Wheels.
May isth the first cafe car was put in service on the Wabash Railway
fast dav train between Chicago and St. Louis. The car is nothing more
or less than a first class restaraunt on wheels. A passenger can spend ^5
cents or I5. 00 in it for a meal. Steaks and meats of all kinds will be
supplied and in that and many other respects it will differ from a buffet
car. The car is entirely devoted to the cafe, but the seats are as comfort-
.ible as the Pullman seats, so a passenger can take his time at lunch.
The car is att.iched to the train at all times and the cook is at all times
ready to serve short orders. This restaraunt car is an original idea of the
Wabash management and will probably be a success. The Chicago &
St. Louis Limited leaves Chicago at 10:32 a m. daily, except Sunday,
arriving in St. Louis 316:45 p. m., making the fastest time between Chi-
cago and St. Louis. Time, eight and a quarter hours.
378
(p\ji^]f{aA\^S^ijm/'
PERSONALS.
E. R. Stettikius has assumed the duties of treasurer
of the Stirling Company.
J. W. Clark, of the Helena, Montana, Street Rail-
way, was a June World's Fair visitor.
Alfred G. Hathawav, of Cleveland, will be a
World's Fair visitor during the latter part of June.
Rudolph Eichemeyer and his partner, Mr. Osterheld,
of Yonkers, New York, spent a few days at the Fair.
Wm. Robinson, of the Robinson Radial Car Truck
Company, spent a few May days in the Exposition city.
W. W. Primm, draughtsman in the department- of
electricity, has been appointed engineer of that depart-
ment.
Lieutenant E. B. Ives, late U. S. A., is to take
charge of the plans for the Frankforth & Southwork con-
solidation.
Henry A. Everett, president of the Cleveland Elec-
tric Railway, spent two days in the city and at the Fair
last week.
A. L. Roiirer, executive electrician, not electrocutive,
of the General Electric Company, spent a May day or
two in the Exposition city.
Treasurer Parker, of the Scarritt Car Seat Com-
pany, of St. Louis, was the organizer of the World's
Fair force of that company.
Peter Mynderse succeeds M. T. Leyden as superin-
tendent of the Schenectady Street Railway. Mr. Ley-
den will devote his time to the works.
William Reedy, assistant superintendent of the Read-
ing, Pa., Traction Company, and Miss Katherine Sal-
mon were married at Reading May lo.
B. Pearson, of the Fuel Economizer Company, is
here accompanied by his wife and will remain until Octo-
ber, looking after his company's exhibit.
Jas. R. Goodrich, general manager of the Hartford
& Wethersfield Railway, accompanied by his mother and
sister, is among recent Columbian visitors.
ge
F. Coleman Boyd, vice-president and general mana-
r of the New Haven Register, of New Haven, is the
_ij)_ T?_:„ i_t: „c iU^t J — : —
World's Fair representative of that device.
A. E. Lang, of the Toledo Consolidated, has been
awfarded the Maumee electric franchise to carry passen-
gers for three cents and children for one cent.
H. M. Perry, Phoenix building, Chicago, representa-
tive of the C. C. H. Company, Albany, called at the
Street Railway Review World's Fair office.
John M. Jones, West Troy, N. Y., representing J. M.
Jones' Sons at the World's Fair, was a caller at the
Street Railway Review's World's Fair office.
M. H. Gerry, Jr., Minneapolis, and connected with
the Northwest General Electric, is a new associate mem-
ber of the American Institute of Electrical Engineers.
J. C. Schaffer, of Indianapolis, and also of the Sea
Shore Electric Railway. Asbury Park, N. J., has just fin-
ished his beautiful summer residence at the latter place.
Chas. Smith, of Philadelphia, took charge of the
Lebanon & Annville, Pa., road as superintendent, June i.
He is the son of Cornelius Smith, of Annville, an old rail-
roader.
William Loxley, manager of the works of the Fuel
Economizer Company, Matteawan, New York, is a Fair
visitor. Mr. Loxley sails on a trip to England in a few
weeks.
Jas. K. Newcomber, president of the Delaware (Ohio)
Electric Street Railway, made us a very pleasant call.
This road is in very successful operation mainly owing to
his efforts.
William Stewart, northwestern agent for Siemens
& Halske, was a recent visitor at Minneapolis, whither he
conducted the Junior Siemens, now on a visit to the
United States.
J. F. EsTERBROOK, electrical engineer who installed
the South Chicago Electric, has returned from the East
and is engaged on plans for further improvements to be
made on the line.
W. S. Norman, of Spokane, Wash., who has been in
New York for some time, returns to Spokane and it is
believed his advent means the immediate completion of
the Cour d'Alene Electric.
J. Holt Gates, formerly selling agent of Siemens &
Halske, of America, has recently become manager of the
Wadell-Entz Companj' at Chicago. His successor with
Siemens & Halske is C. A. Daigh.
L. T. GiBBS, for many months mechanical engineer of
the Milwaukee Street Railway Company, resigns his
position to devote his entire time to contract work and
consulting. His office is at 1103 Pabst building.
Captain T. M. Smedes and Joseph Hirsh, of
Vicksburg, Miss., spent a few May days in Chicago
seeing the Fair and buying supplies. The gentlemen
have spared no money in trying to give Vicksburg first
class service.
CAUGHT ON THE RUSH TRIP.
379
American Street Railway Association.
a. p. LONQSTREET, Peesident, Denvtr, Col.
DR. A. EVERETT. FiBST Vioe-Peesident, Clevelan.1. O.
JOEL HURT, Second Vioe-Pbesident, Atlanta, Ga.
W. WORTH BEAN. Tbied Vioe-Pbesident, St. Josepli, Mich.
WM. J. RICHARDSON, Seobetabt and Teeasueeb, Brooklyn. N. Y.
ExEotiTlTE Committee— The Peesident, Vice Pbesidents, and John G.
Holmes, Pitlsburfr, Pa ; J. D. Cbimmins, New York City; Thos. iMinaby, LouIb-
ville, Kv.; Jas. R. Chapman, Grand Rapids. Mich., and Uenj. E, Charlton.
Hamilton. Ont.
Next meeting, Exposition Building, Milwaukee, tliird Wednesday in October.
Massachusetts Street Railway Association.
President, CHABLEa B. Peatt. Salem; Vice-presidents, H. M. Whitney, Boston,
Amos F. Breed, I-ynn, Feank S. Stevens; Secretary and Treasurer, J H. Eaton,
Lawrence.
Meete first Wednesday of each month.
Ohio State Tramway Association.
President A. E. Lano, Toledo; Vice-president, W. J. Kelly, Columbus; Secretary
and Treasurer, J. B. Hanna, Cleveland; Chairaian Executive Committee, W. A.
Lynch, Canton, O,
Meets at Cincinnati on the fourth Wednesday in September, 1693.
The Street Railway Association of the State of
New Jersey.
President, John H. Bonn, Hoboken; Vice-president, Thos. C. Babe, Newark,
Secretary and Treasurer, Chables Y. Bamford, Trenton; Executive Committee,
Officers and C. B Thlbston, Jersey City; H. Eomaine, Paterson; Lewis Per-
bine, Jb., Trenton.
The Street Railway Association of the State of
New York.
C. DENSMORE WYMAN, President, New York.
D. B. HA8BR00CK, First Vioe-peesident, Now York.
JAS. A. POWERS. Second Vice-pkesident, Glen Falls.
W. J. RICHARDSON, Secretary and Treasurer, Brooklyn.
Executive Commiitee.—D. F. Lewis, Brooklyn; John N. Beckley, Rochester,
J. W. McNamaha, Albany.
The next meeting will be held at Rochester, September 19, 1893.
Pennsylvania Street Railway Association.
JOHN A. COYLE, President, Lancaster.
JOHN G. HOLMES, Vice PRESIDENT, Pittsburg.
H. R. RHODES, Second Vice-president. Williumsport.
L. B. REIFSNEIDER, Secretary, Altoona.
WM. H. LANIONS, Teeasdreb, York.
Next meeting, Harrisburg, September 6, 1893.
Alabama.
Mobile, Ala. — Mobile Street Railway Company authorizes issuance
of f350,ooo in bonds to be used in electrifying road. Officers of com-
pany : Jas. Stilhii.in, New York, president; Francis J. Ga.que, vice-presi-
dent; W. S. Bogart, secretary, and R. Semmes, treasurer and general
manager.
Montgomery, Ala. — The property of the Cloverdale Electric Rail-
way will be sold under order of the court on account of debt owed to
Townsend & Brown to the amount of $138,050. This means the consoli-
dation of the Cloverdale and the Montgomery Terminal Street Railway.
The merger will be completed soon and the combination capitalized at
$350,000. Improvements will be made then.
Arizona.
Ft. Smith, Ark. — Ft. Smith cS: Van Buren Electric Railwiiy, to con-
nect these towns, says it means business. Incorporated at $100,000,
of which $20,000 is subscribed, by W, C. Lemert, Jas. B. Gaunly, Miles
N Beaty, A. F. Howard, Win. Blair, F. T. McClure, and R. C. Mc
Clure. The road will consolidate lines, do a general freight and passen-
ger business, and heat, light and power, pleasure resort, etc.
Phoenix, Ariz — Henry L. Wharton has had his franchise extended
sixty days from May 6. Joseph Campbell, mayor.
Phoenix, Ariz. — The name of the Valley Street Railway Company
has been changed to the Phoenix Street Railway Company and stock
increased to $1,000,000. William Christy, B. N. Pratt, II. B. Mitchell,
C. II. Cinsworlh and George W. Craighead are the directors. B. N
Pratt continues as secretary and manager. Contract for power house let.
Arkansas.
Hot Springs, Ark. — Certtral Avenue Citizens' line will extend street
railway to the river, and raise $5,000 bonus Col. S W. Fordyce,
receiver, is interested in the enterprise.
California.
Los Angeles, Cal.— It is now assured that the Los Angeles Con-
solidated Electric Company has bought the City Street Railway Com-
pany plant at Pasadena with 31^ miles track and franchises. New track
will be laid and betterments made
Oakland. Cal. — Henry C. Roberts, of Azusa, petitions for franchise
for steam or electric street railway 41^ miles long, to connect city and
suburbs. Hearing, May 17.
Santa Rosa, Cal.— Central Street Railway elects J. D. Barnett,
president; J. W. Warboys, secretary. The Union (South Side) road
elects B. M Spencer, president;G. E Grosse, vice-president; J. W. Farn-
hani, secretary.
Santa Rosa, Cal. — Morris Electric Railway Company incorporated
by J. W. Morris, of Oakland ; M. L. McDonald, Santa Rosa; H. A.
Morris, Oakland; W. A. Scott, San Rafael, and L. L. Lewis, of Sacra-
mento. The amount of capital stock is $100,000 of which 10 per cent
has been paid to Treasurer McDonald.
Canada
St. Stephen, N. B., Canaua. — City Government gives Calais Com-
pany right to build in St Stephen. Frank Todd, of St. Stephen, con-
trols charter. Fred Colemm, of Frederickton, N. B, talks of building
to that place and Marysville." Considerable building will be done in this
section.
Hamilton, Ont.— Hamilton Radial Electric Railway seeks franchise.
Adam Zimmerman, C M. Counsell, John Patterson, W. A. Wood, et al.,
are interested.
Waterdown, Ont.— John I. Flatt, C. E., Toronto, has been sent by
Sir W. P. Howland to survey the Hamilton-Guelph line.
Chicago.
Chicago — G. E. Pratt sells first World's Fair order of Lamokin cars
to E. D. Nelson, Ironwood, Mich.
Chicago. — ^John Mohr & Sons, Chicago, incorporate at $100000, to
make boilers, machinery, engines and tools; John, Joseph and Louis
Mohr,
Chicago, III, — C. H. Gurney of 247-49 Lake street, says that the
North Side Electric is bona fide and has capital behind it. .Some sus-
pect Mr. Yerkes of boing the "capital."
Chicago. — Organized: Elston Construction Company, at Chicago;
capital stock, $100,000; to construct and equip street and other railways;
to purchase, lease, operate and equip street railways; to manufacture
and deal in railway supplies; and to do a general construction and manu-
facturing business. Incorporators: Franklin H. Watriss, Jacob B.
Breese and William R. Odell, all brokers and bond dealers at iii Mon-
roe street.
Colorado.
Denver, Col. — Denver Consolidated re-elects old board; E. VV. Rol-
lins, president; vice-president, W. G. Fisher; manager, Flintham.
Denver, Col. — L. G. Kimball, E. E. Summers, William Thome, E.
C. Skiles and Charles E. Skiles file incorporation of the Pleasure Resort
Electric Railway Company from North Denver to Rocky Mountain
Lake.
Pueblo, Col — The Union Street Railway is incorporated at $100,000
to build to Bessemer, see previous daily, by J. P. Miggins, O. VV.
Malaby, C. F. Ray, and E. J. Wilcox.
380
(^\Iiid/}{a^[Way\f^^/l^
District of Columbia.
Alexandria, D. C— Dan VV. Holden is superintendent of tlie Alex-
andria Road, vice H. S. Cooper, resigned.
Florida.
Pensacola, Fla. — Pensacola Terminal Company owning street rail-
way and dummy line goes into W. H. Northup's hands as receiver.
Northup is a Pensacola man.
Georgia.
Atla?jta, Ga. — M. R. McAdoo resigns as superintendent of the
Atlanta Consolidated.
Athens, Ga. — ^J. T. Voss is in the North in the interests of the Street
Railway Company. He will do some buying in New York and Boston.
Atlanta, Ga. — The new electric line is known as the Atlanta City
Street Railway Company, and the company is officered by Aaron Hass,
president; W. I. Zachry, vice; J. B. Zachry, secretary' and F. H. Talbot,
superintendent. Long extensions will be made to surrounding villages
in time.
Idaho.
PoCATKLLO, Idaho. — The street railway people meet at Lawyer C. A.
Warner's office and resolve to build line. Write all communication to
Mr. Warner.
Illinois.
Peoria, III.— General Electric, of Chicago, gains control of Fort
Clark Electric Railway. Local officers resign.
HooPESTON, III. — The Hoopeslon Railway Company at Hoopeston ;
capital 140,000, to construct and operate a street railway; incorporators,
J. P. Dyer, Dale Wallace, J. S. McFerren, R. T. Mishimen, N. R.Clark
and A. H. Trego.
Peoria.Ill. — F O.Cunningham,W.T. Whiting.Peoria ; G. H. Atkins
J. S. Cummins, F. W. Home and T. P Bailey, of Chicago, incorporate new
company for Ft. Clark line. B. K. Otis, secretary and treasurer ; vice,
Willis Hall. The Elizabeth street line will now be built.
Freeport, III. —Incorporated: The Freeport City Electric Rail-
way Company, Freeport; capital stock, $100,000; incorporators, Chas.
D. Haines, Kinderhook, N. Y.; J. B. Taylor and Cyrenus H. Seeley.
East St. Louis. — Belleville Steel 'Company confess judgment for
83371. Assets, $940,000; liabilities, $500,000. Chas. Becker and Ber-
nard Yock, receivers, will continue the business without intermission.
Indiana.
MUNCIE, Ind. — Aretus W. H. Hatch, Williard C. Nichols, Edward
McDevitt, Jas. C. Devor are organized as the Muncie Electric Street
Railway Company at $200,000 capital stock. The company will have a
branch office at Indianapolis and operate in Muncie and Delaware
county.
Muncie, Ind — Lew Wallace Jr., representing the Russell Harrison
syndicate, says that Muncie will have another electric line. Line will
be built immediately.
La Porte, Ind. — Chicago contractors are inquiring about street rail-
way prospects here. There is no line here and earnest men could get
franchise and local help.
Indianapolis, Ind — It is said that Secretary A. A. Anderson and
Purchasing Agent Hazelrigg, of the Citizens' road, have lost their heads
under the new management. Pi*esident Mason will be purchasing
agent.
Connersville, Ind — ^John B McFarlan, Sr., C. E.; J. M. McFarlan,
J. E. McFarlan, et al., gain franchise for street railway and capitalize at
$25,000. Franchise for fifty years at good terms. Electric line will be
built and in operation by September, 1S95.
La Fayette, Ind.-
Railway Company.
-Adam Herzog will build power house for Street
NoBLESViLLE, Ind.— It transpires that Paul Pontus, Philadelphia;
Illinois Electric Railway Company, Chicago; N. L>. Potions, W. B.
Keep, J. E. Crane, C. W. H. Johnson, Chicago, are in the scheme for the
big interurban electric.
Crawfordsville, Ind. — Franchise granted to Alexander F. Ramsey
and Jos T. Mc Nary for street railway. Thirty days to accept. C. M.
Scott, citv clerk.
Indianapolis, Ind. — R. T. McDonald's representative takes his place
in the Citizens' directory. R. W. Clay, of New York, succeeds W. J.
Hollidav as director. All other officers retained. "Broad Ripple line
will be built,'' says McDonald's man.
Indianapolis, Ind. — Citizens' Street Railway Company files blanket
mortgage on all property to the Solicitor s Loan & Trust Company,
Philadelphia, to secure $4 000,000 in bonds. It increases capital stock
from $1,000,000 to $5,000,000
Iowa.
Dubuque, Ia. — The Dubuque Light & Traction Company organizes
to succeed the Dubuque Electric Railway Light & Power Company.
Officers of new company are; President, Geo. K. Wheeler, Chicago;
vice-president, W. J. Ballard, Chicago; secretary and treasurer, E. W.
Duncan, Dubuque. The $500,000 capital stock to be issued will repre-
sent the claims of first mortgage bondholders and the General Electric
Company and American Car Company. Mr. Griffiths will remain sup-
erintendent. Improvements to the amount of $1 15,000 will be made.
Sioux City, Ia. — Receiver J. A. Jackson, of the Elevated, favors
electrical equipment and will use his influence to that end. Work of
changing has alreadv begun a?id will probably be completed.
Sioux City, Ia. — Jas F. Peavey, president of the Sioux City Street
Railway, made receiver for same under $50,000 bonds. A. F. Nash
applies for appointment. Metropolitan Trust Company, of New York,
is trustee for the company.
Sioux City, Ia, — Columbian Bank failure, Chicago, carries with it
the Sioux City engine works. W. M. Thompson appointed receiver;
assets, $j6C),ooo; liabilities, $200,000, to local concerns and St. Louis iron
dealers.
Des Moines, Ia — G. M. Hippee elected vice-presidenl Des Moines
Street Railway, and E, 11. Hunter treasurer.
Kansas.
Kansas City. Kan.— The L road elects Robert Gilham vice-presi-
dent and general manager. Waterman Stone, superintendent for last
three years, has resigned.
Strong City, Kas. — The Street Railway Company is talking of
changing from mule to electricity.
Louisiana.
New Orleans, La. — It is said that H. M Littell, of the New Orleans
Traction Company, and Alden McClelland, of the Charles Street Rail-
way, are in line to unite the two roads. In such case Charles street will
be electrically equipped.
New Orleans, La. — On June 23 the St. Charles Street Railway
Company will vote on increase of capital stock. President Alden
McLellan says that the object is to establish more rapid transit, which
means electric.
Maine.
Portland, Me. — The Portland & Rochester Electric through the
Saco Valley is under the consideration of men like II. K. Bradbury, of
Salmon Falls; Chas. Butler, of West Buxton; C. B. D;^lton, of Portland;
J. A. Berry, of Bar Mills; Capt William Sturgis, of Bonny Eagle; Mel-
vin Small, of Limington, and many others. R. S. Brown, of the West-
inghouse Company, from Boston, is assisting in the deliberations.
Water power will be used.
(^ Kcct J^aUM^ity* j^yle\/
S81
Bangor, Me. — In spite of failuie of previous enterprise, Gen. H. L
Mitchell and E. C. Nichols, of Bangor; J. Manchester Haines and Geo.
E. Macomber, Augusta, will attempt to build an electric road to'
Stockton Springs, a distance of twenty miles. All are good men and
the scheme ought to carry.
Bath, Me.--F. H. Twitchell is treasurer of the new street railway ; O.
F". Williams, commissioner of streets; A. F. Gerald, of Boston ; G A.
Murch, representing the Worcester Construction Company, and H. L.
Pierce are in the company and the road is a "sure go."
Massachusetts.
Nantl-cket, Ma.ss.— The Siasconset Street Railway Company failed
to negotiate bonds and the steam line will run as usual for the year.
QuiNCY, Mass.— The Manet Street Railway bought by the Quincy &
Boston. Will be improved by the Q. & B. Company.
PiTTSFiELD, Mass. — Street Railw.iy Company awards rail contracts
to Harrington, Robinson & Company, of Boston, and decide lo award
cars to Jones, of Troy.
Boston, Mass —Reynolds T. White, J. Henry Norcross, Otis Eddy,
L. P. Soule, Clarence Dorr, David Mcintosh, H. B. Church incorporate
as the White Electric Railway Company, at capital of $250,000 a mile,
single tr.Tck.
Clinton, Mass.— Clinton Street Railway obtains rights here and elects
president, Harold Parker; vice president, Henry A. Wallis, of Fitchburg,
board of directors, the above with Hon. H. C. Greely and Dr. Walter P
Bowers, of Clinton; Charles F. B.aker, Wesley W. Sargent and George
R. Wallace, of Fitchburg; treasurer, A. J. Witlierell ; clerk, W. R.
Dame; auditor, B. F. Wallace.
PiTTSFiELD, Mass. — P. A. Chase and R. I,. Day & Company have
sold their stock in the Pittsfield Electric Railway to eastern parties.
Worcester, Mass— The State Central Traction Company accepts
the Westboro, Northboro & Grafton franchise. Hon. Samuel Win^low,
T. T. Robinson, Samuel Wood, et al, committee. The company wants to
put in a line in the Seventh Ward, single track
Fitchburg, Mass— Fitchburg & Leominster will build line to
Whalon Lake this summer. Directors of this line own Clinton, Mass.,
stock and will build new line here this year.
Plymouth, Mass.— Plymouth & Kingston Street Railway votes
increase of stock from $70,000 to $100,000.
Onset, Mass.— I. B. Eldridge succeeds F R. F. Harrison as super-
intendent.
Clinton, Mass, — President Harold Parker, of the Clinton Street
Railway will place order for an open car. W. W. Sargent, of Fitchburg,
is consulting purchasing agent with Mr. Parker. Supplies will be
bought soon.
Michigan.
Detroit, Mich. — Ft. Wayne iV Belle Isle Railway has completed
purchase of Peppers and Irvine's Electric for $15,000 from the Detroit
Suburban Company. Will extend.
Battle Creek, Mich. — A. K. McRae, of Chicago, buys controlling
interest in the Battle Creek Railway. New officers elected as follows:
President, E. C. Hinman ; treasurer, C. H. Harbert; secretary and super-
intendent, A. K. McRae. A new board of directors was elected as
follows: E. C. Hinman. William H. Mason, John L. Beveridge, C. H.
Harbert, and A. K. McRae.
St. Joseph, Micji.— Stephen A. Douglas,Jr., Colonel L. L. Stephen-
son and J. F. Keyset, all of Chicago, think there is business for an elec-
tric railway along the St. Joseph river from St. Joseph lo South Bend.
They have had men over the route who see no engineering difiiculties,
and an electric railway between the cities mentioned is among the prob.
abilities of the near future.
Mississippi.
Jackson, Miss.— W. E. Hayne, of Jackson, and W. R. Gravely, of
New Orleans, gain franchise for electric railway for twenty-five years.
Work to begin in six months and finish in twelve.
Missouri.
St. Louis, Mo.— A man representing himself as J. D. Ferris, surper-
intendent of the Dallas Electric Railway Company, has victimized sev-
eral supply dealers here Beware of him.
St. Joseph, Mo.— The St. Joseph buyers elect Jas. T. Gardner, presi-
den. New York; J. R. Owens, St. Joseph, vice-president; Seth S. Terry,
Nesv York, secretary. Majority of stock owned by Harrim;ui & Com-
pany, New York.
Springfield, Mo — Metropolitan road elects H. F. Hobart, L. M.
Rumsey, R. C. Kerns, C. M. Parker, C. B. McAfee, et al , directors.
St. Louis, Mo — John Scullin resigns presidency of St. Louis Elec-
tric Street Railway Company. H. D. Sexton elected. Capital stock to
be increased to $503,000 from $150,000.
Clayton, Mo.— The Forest Park & Clayton Electric Railway will
vote on proposition to increase capital from $75,000 to $150,000 on
June 29. ^
Kansas City, Mo.— The Leavenworth Terminal Railway & Bridge
Company advertises for bids on terminal buildings.
St Joseph, Mo —St. Joseph Street Railway Company is sold to James
Gardner and .syndicate of New York, at receiver's sale for $565,000.
Montana.
Helena, Mont.— L. T. Rock, of this city, is building the power
house for the Bozeman Light & Power Company.
Helena, Mont.— W. H. Clark, Richard Lockey, A K. Barbour, and
C. A. Cahill file the articles of incorporation for the Helena Rapid
Transit Company. Capital stock $500,000 and the company will build
street railways of all kinds, electric light, heat and power plants.
CARTHAGE, Mo.— A, W. St. John and Dr. A. H. Caffee are committee
on street railways and will look up the Roger's franchise.
Nebraska.
Omaha, Neb.— East Omaha Street Railway Company organized at
$1,000,000 by John Lawler, Welch and E. T. Stoberry, of Philadelphia,
Geo. W. Holdrege, Henry W. Yates and A. S. Potter, Omaha. The
company is building a line to Courtland Beach. It has a lease with the
new bridge of the Omaha Bridge & Terminal Company for twenty-five
years and proposes to build a road to Council Bluffs. It is thought that
this company is the Philadelphia syndicate which has been trying to buy
the streets railways of Omaha and St. Louis. The movement here
means another aggressive competition or ultimate absorption.
Omaha, Neb— East Omaha Street Railway has elected president,
Arthurs. Potter; vice president, Dudley Smith; treasurer, Henry W.
Yates; secretary and general manager, Alfred B. DeLong; directors,
Arthur S. Potter, H. W. Yates, A. B. DeLong, George W. Holdredge,
Dudley Smith, John R. Webster and Charles C. George.
New Hampshire.
Manchester, N. H.— Milton Mills Electric elects Edward P. Par.
sons, president; John E. Townsend, vice-president; C. W. Gross, M. D.,
treasurer; Freeman Loud, secretary.
New Jersey.
Freehold, N. J.— J. C. Shafer, of Indianapolis, Ind , owner of the
Asbury Park, N. J., Street Railway, has associ.ited six railway men in
the Monmouth County Sea Shore Electric Railway Company, with
$1,500,000 paid up capital, and will at once begin work upon a road
extending from Pleasure Bay, near Long Branch, to Point Ple.isant,
passing through Long Branch, West End, Elberon, Deal Beach, Loch
Arbor, North Asbury Park, Asbury Park, Ocean Grove, Key East, Bel-
mar, Spring Lake, Como and Point Pleasant.
382
^ti^lfyailM^ J^yicv/
Jersey City, N. J. — Austin Corbin's tunnel scheme has broken out
again, headed this time by C. B. Thurston, Jersey City, president; B. M
Shanley, Newark, N. J., vice president; W. A. Patton, of Randor, Pa.,
secretary and treasurer; William J. Hehre, Everett R. Reynolds, of New
York City; E. B. Gaddis, Arthur E. Sandford, and Thomas F. Brice, of
Newark, N.J. ; O. J. Derousse, of Philadelphia. William J. Kelly is
secretary and treasurer of the two roads which are consolidated.
Camden, N.J. — West Jersey Traction Company organized at $5,000,-
000 by Huelings Lippincott, of the National State Bank, Camden;
Howard Parry, of Cinnaminson; Mitchell B. Perkins and Henry Van
Brunt, of Beverly ; Samuel E. Stokes, Charles Tomlinson, George A.
Aldrich, Dillwyn Wistar and John P. Logan, of Philadelphia.
There are five distinct routes to 1 e operated by the company, as fol-
lows: Route No. I starts from Camden, and runs through Pavonia,
Palmyra, Riverton, Riverside, Delanco, Beverly, Edgewater Park and
Burlington, terminating at Florence. No. 2 goes from Camden via the
Westfield turnpike to Burlington; No. 3 from Camden to Merchant-
ville, Moorestown and Stanwick ; No. 4 from Camden to Collingswood,
HaddonReld and Berlin; No. 5 from Camden to Mount Ephraim.
Woodbury, N. J. — The Camden, Gloucester & Woodbury Electric
Railroad has elected the following officers : President, J. Willard Mor-
gan; secretary, Thomas P. Curley; treasurer, Wm. J. Thompson.
Newark, N. J. — It is said that the CQnsolidated will make David
Young general manager of the long extensions about to be made.
New York.
Dansville, N. Y. — Incorporated, The Dansville Electric Railway
Company, $50,000. S. N. Blake, of Elmira, and D. O. Balterson, C.
H. Rowe, William Kramer, of Dansville, are among the incorporators.
Rochester, N. Y. — ^J. N. Beckley, Rochester; M. A. Verner, Pitts-
burgh; T. De Witt Cuyler, Philadelphia; R. W. Clay, Philadelphia;
Cuyler, Morgan & Co., New York, and Fredrick Cook, G. W. Archer;
W. S. Kimball, Max Brickner, Henry C. Brewster, Chas. H. Palmer,
George Ellwanger, W. C. Barry, J. C. Hart, Bernard Dunn, Frank S.
Upton, Fred W. Smith and William Purcell, Rochester, buy the J. C.
Tone franchises for $100,000 and will build to Windsor beach by
August.
Buffalo, N. Y. — Buffalo, Main Street and North Tonawanda is to
be extended to .Sanborn. L. F. W. Arend, builder. Incorjiorators are
W. Arend, Ex.judge Davin Brundageand John H. Pardee, of Buffalo;
Lee R. .Sanborn, of Sanborn; Wihner Brown, of Lockport; Fredrick W.
Strassburg, of St. Johnsburg; Martin Meyer and Christian Goerrs, of
North Tonawanda; Louis F. Paine and Edward S. Reisterer; of Tona
wanda, and William F. Huggins, of Tonawanda.
HoosiCK Falls, N. Y. — The Hoosick Railway Company, C. B.
Story, manager, organizes at $60,000. Directors are Joseph Buckley,
Frank L. Stevens, Hon. L. E. Worden, C. B. Story, Watson M. Holmes
and Timothy Hoctor, of the village, and G. C. Moses and F. H.
Twitchell, of Bath, Me.
New York City. — ^Judge Lacombe, U. S. Circuit Court, orders Cen-
tral Trust Company to sell City Railway Improvement Company bonds
at public auction. This winds up company and sells million and a half
of bonds.
Rochester, N. Y. — Rochester & Lake Ontario Railway reorganizes
with new officers, preparatory to extensions and betterments : President,
John M. Beckley ; treasurer Fredrick Cook; secretary, Robert Post;
directors, John N. Beckley, W. C. Barry, Fredrick Cook, W.S.Kimball;
Max Brickner, George W. Archer and Frank S. Upton.
Auburn, N. Y. — Electric Railway of Auburn incorporated at $50,000,
by Alexander Beal, E. B. Martin, A. L. Sweetser, A. L. Estabrook, of
Boston; Frank A. Bemis, of Longwood, Mass.; E. F. Allen, of Medford,
Mass.; Charles E. Eddy, of Newton, Mass.; Fredrick E. Stork and Geo.
Underwood, of Auburn.
CoHOES, N. Y.— C. P. Craig, E. H. Foster, Herman Kahn, H. C.
Fruchting, Paul H. Andrea and Henry L. Shaver are interested in a
local stock company to build a street railway line in Cohoes. About
$100,000 is in sight for the project.
New York City. — It is said that the Union Electric Railway now
owns all the lines of the Westchester Company and the White Plains
and Porchester lines. Thos. Ryan, of New Rochelle, has been made
superintendent of the consolidation by President Thos. E. Crimmins.
It is understood that John D. Crimmins is the real head of the company.
Syracuse, N. Y. — Jenny, Marshall & Jenny, of this place, and E. W.
Emmons, of New York, are getting capital together to build street rail-
way to Fayetteville.
Johnstown, N. Y. — The Cayadutta Electric has been granted its addi-
tional franchise for Water street.
Watertown, N. Y. — Watertown Street Railway Company meets;
present. President John C. Thompson, Vice-President C A. Starbuck,
Director J. A. Lebkueclier and Stockholder Geo. Krementz, of New
York, and Manager E. S. Goodale and Senator Joseph Mullin, S. F,
Baggand Geo. W. Knowlton, of this city. Washington and State street
extensions discussed but not decided. Earnings tor last year paid
expenses and fixed charges leaving small surplus.
Syracuse, N. Y. — East Woods Heights Electric Railway power
house burns. Corliss engine, dynamo and cars destroyed. Loss is
$20,000; insurance, .$10,000.
Buffalo, N. Y. — The mayor gives assurance that the Kensington
franchise will be passed. Mr. Littell is the leading spirit, but H. C.
Wadsworth, Clark L. Ingham, the Park Ridge Land Company, the
Equitable Investment Company, Freeman M. Vilas, George A. Lee.
Thome & Ajigell and A. T. Fancher are heavy subscribers to the stock.
Gloversville, N. Y. — The Fonda, Johnstown & Gloversville Rail-
way passes into the hands of the Cayadutta Electric Railway Company.
H. Walter Webb is said to have cleared $200,000 on the change.
Ohio.
Columbus, O. — D. McLean, of New York, is looking up prospects for
a belt line and talking electricity for it.
Dayton, O.— W. H. Simms, E.J. Barney, D. B. Corbin, Chas. B.
Clegg and A. A. Thomas, of Chicago; C J. Ferneding and J. C. Pierce
incorporate at $1,500,000 to buy and operate the Fifth street line, the
Red line, the Green, the Richards and the Third street lines.
Cincinnati, O. — Cincinnati, Erlanger & Covington Street Railway
organized at $25,000, by B. E. Talbot, of Knoxville, Tenn.; Frank P.
Helm, O. J, Carpenter, Wes. B. Wilson, J. J. Dulaney, J. H. Mers.tian
and John Dorsel, of Covington. The road has a good route and will
have fair prospects.
Canton, O. — The Canton-Salem Line Electrical Company has the
contract for lighting Salem and increases capital $150,000. A road will
be built between the towns. The officers of the board are as follows:
President, Hon, Jos. A. Linville; vice president, Robert A. Carran
Cleveland; secretary, Joseph B. K. Turner; treasurer, Anthony Housel;
general superintendent, John Hadley.
Findlay, O.— T. p. Brown, Toledo, A. E. Lang, Toledo, and B. P.
Foster, Findlay, are all after franchise in Lucas county.
Cincinnati, O. — Brokers are looking forward to the issue of three
and a quarter millions of stock of the Consolidated. It is now assured,
and the proposition will be voted July S. Transaction in Cincinnati
stock therefore limited.
Toledo, O. — A. E. Lang wants more streets in the town.
Toledo, O. — A. E. Lang gets the Maumee franchise for ten year.s.
Work of construction will begin at once, and supplies will be bought
immediately.
Cleveland, O. — The Dorner & Dutton Manufacturing Company,
capital $100,000, incorporated; to manufacture street railway supplies.
Henry A. Dorner, Wm. A. Dutton, A. C. Schwan, Geo. H. Schwan,
and Benj. C. Starr.
(p licet !J^iWcty'j\cyleW'
.•is.i
Columbus, O. — ^Judge Duncan dissolves injunction against the Col-
umbus & Westerville, and says building may be proceeded with.
TiFFix, O — Foslria line organized, by President Rollo W. Brown;
Vice-President Alonzo Eincrine; Secretary Milton Sayor; Treasurer
Rollo W. Brown.
Toledo. O. — The Toledo & Detroit Electric road is said to bs pro-
ected by James McMillan of Detroit, and Millionaire Joy.
Columbus, O. — Crosstown Street Railway agrees to buy rights and
property of Leonard Avenue Company; 2,000 shares represented.
Oregon.
PoRTLAXD, Ore. — Portland cable in better shape. Mr. Seligman
of the bondholders association, says that mitters are in shape so that
electric and cable extensions can be made. F. I. Fuller is at present
receiver.
Oregon City, Ore. — Bridge and trestle work is being pushed on
West Side. Line will be ready by July.
Pennsylvania.
Philadelphia, Pa. — The Lancaster & Philadelphia Electric Railway
Company, of which \Vm. A. Armstrong, Lancaster, is superintendent,
will build the longest electric interurban in Pennsylvania, 69 miles,
besides a line from Lancaster to Middletown, 27 miles.
MiDDLETOWN, Pa. — The passenger and freight line from Middletown
to Fredrick has filed its papers as the Middletown Valley Passenger Rail-
way. Incorporators: C. V. S. Levy, Geo. Wm. Smyth, Dr. M A.Shar-
retts, E. L. Miller, of Fredrick, and L. N. Downs, Theodore Browne, A.
L. Norman, of New York; capital stock, $125,000.
Wilkes Barre, Pa. — John B. Reynolds, Solomon Henlien, Dr. C.
A. Spencer, et al., last April were granted charter Ibr railway to Har-
vey's Lake. Right of way has now been secured for tl'.e new road, and
it will now be pushed.
Greenburg, Pa. — J. L. Mitchell, A. O. Stevens, and Jas. Thompson,
of Tvrone, Leonard Keck, of this city, et al., organize road at Latrobe,
at f 1,000,000. The line will be pushed at once.
Sharon, Pa. — Mr. Mattox, of Warren, O., et al , talk of a line from
Warren to Sharon, Are acquiring right of way now.
Philadelphia, Pa — R. N. Carson resigns presidency of People's
Passenger Railway, and will be succeeded by Henry C. Moore.
Mechanicsbubg, Pa. — The Harrisburg - Mechanicsburg Railway
elects directors, N. Hamilton, A. G. Kni>ley, et al., Harrisburg, and J, A.
Moore and S, M. Hertzler, of Camp Hill.
Lancaster, Pa. — It is understood that the Lancaster Traction Com-
pany has sold its entire plant to the Lancaster & Philadelphia Electric
Railway Company. The president of the Lancaster & Philadelphia
Company is the Hon. J.J. Patterson, of Mifllintown, Pa
Rhode Island.
Providence, R. I. — The Pawtuxet Valley Electric buys River Point
Electric Light Company plant.
South Carolina.
Charleston, S. C. — L. R. Casey, North Dakota, and E. R. Gilman,
Ciiicago, are looking up their new purchase here of the Enterprise
Street Railway.
Tennessee.
Knoxville, Tenn. — ^J. C. Duncan, receiver for the Knoxville Elec-
tric Railway Company, will build 6 miles electric line and furnish and
install equipment
Knoxville, Te.nn. — Robinson Southern Electric Railway Company
applies for a charier with headquarters at Knoxville. The scheme is to
make an Electric Belt Line through Knoxville, Kingston, Oliver
Springs, and other towns in Monroe county, with branches and spurs to
carry freight and passengers. The incorporators are: W. Haright, L
D. Dillon, B. H. Sprankle.J. .S. McDonough, J. S. SteiVart, J. Luttrcll,
Murphy, A. J. Robertson, Henry Curry and J. A. R. Murphy.
Winchester, Tenn. — Paint Rock & Tennessee River Railroad
Company applies by J. W. Hudson, B. J. Miller, B G Slaughter, G. G.
Phillips, Henry Estill and J. Luttrell Murphy for charter to build an
electric railwav line from Winchester to Waynesboro.
Nashville, Tenn. — Incorporated: The Nashville Electric Railway
directors are Otto F. Barnard, New York, president; Gordon McDonald,
New York; E B. Stahlman, Thomas Taylor, T M. Steger, Nashville.
These are the purchasers of the property.
Texas.
Waco Tex. — Waco Electric Railway, Light & Power Company
"increases stock to $300,000.
CoRsicANA, Navakro County, Tex — The street railway here has
been leased by J. C. Savage, and cars are running regularly.
Galveston, Tex — Galveston City Railway Company files mortgage
tu the New York Gauianty & Indemnity Company upon property and
rights to secure issue of $1,000000 bonds previously negotiated. Bonds
are 5 per cent, 21 year, and will be applied on debt and to better the
property.
Ft. Worth, Tex —The Ft. Worth D.dlas Rapid Transit Company
is about to take immediate steps towards building the line. S. M. Janey,
Sam Hiiner and John Hopkins, of Philadelphia; W. M, Phenix, of New
York; E. L. Snodgrass, of Dallas, secretary, and E. E. Perkins, of Ft.
Worthy are in the city consulting about the plans.
Austin, Tex. — The breaking of the big dam is more serious than
was apprehended. The electric works dependent theron are conse-
quently dubious.
Utah.
Salt Lake Ci rv.— H. M. McCartney, of the Utah & Nevadah Con-
struction Company, is at the head of a scheme to build a street railway
to North Salt Lake.
Ogden, Utah. — E R. Rid^ely and C. E. Mayne elected directors of
Ogden Street Railway, vice H. H. Henderson and Joseph Brinker,
resigned.
Provo, Utah. — J.W.Young, who floated for $4.0,000, $100,000 of
bonds for the Provo Street Railway, has gone suddenly to England and
citizens threaten to bring him back with extradition pipers. Citizens
subscribed money to the road which was never completed satisfactorily.
Virginia.
Richmond, Va. — Street railway will put on six new cars this summer.
Wisconsin.
Eau Claire, Wis. — Ralph E. Rust, of this city, appointed receiver
for tiie National Electric. No stoppage in operation, and a reorganiza-
tion is promised very soon.
Wausau, Wis. — Ross, Alexander Jones and Deenfield ask extension
of one year on franchise. Good time for another company to bid for
place.
Green Bay, Wis. — Chartered: Fox River Street Railway Com-
pany, at $100,000, by Jackson L Case, C. H. Holmes and Thomas S.
McCullough.
Milwaukee, Wis. — The resignation of Mr. Villard from the syndi-
cate and the election of Mr. Wetmore attracts some favorable commen
here.
Green Bay, Wis. — "The Green Bay road,'' says Superintendent W.
B. Harvey, "is a sure thing."
FoN DU Lac, Wis, — Large force on work at power house; Ball engines
arrived. Active operations will begin very soon. Small supplies not all
bought yet.
Milwaukee, Wis. — Franchises and all property of the Milwaukee
Electric Railway Company will be sold at auction at the court house on
June 30, by E. J. Melms.
Wyoming.
Sheridan, Wyo.— Incorporated: The Sheridan Electric Railway &
Power Company, to operate at Sheridan; paid up capital f 30,000.
884
(^ticd.J\aiWa)'9^yIW'
PATENT OFFICE GOSSIP.
A.J. MoxHAM.of tlie Johnson Company, has this monlh patented two
processes for electrically welding rail ends or other metals The first of
these, No. 496,890, consists in having, on the web of the rails to be
welded, advance contact portions. One or both of these contacts is
separated froin the surrounding portion of the rail by grooves or recesses.
Current is passed through these contacts and pressure applied, as in the
ordinary electric weld. (See illustration). The other process, No. 497,-
SoS, is similar in that there is an advance contact piece on one or both ot
the rail ends. (See illustration). In this case, however, the contact
No 496,890. No. 397,808.
need not be a part of the rail end itself, and what is more important, the
webs are first welded by passing current through the ' heads and feet" of
the rails on opposite sides of the joint and then welding the heads and
feet of the rails by passing current through
the joint. These patents may have an im-
portant bearing on the rail welding of the
future if the welding of rail joints is to
become common.
Another attempt to solve the joint
problem is found in the combination girder
joint and chair of M. M. Suppes, Johns-
town, Pa, here illustrated as No. 496,916.
No. 496,916
Alexander Wlrts, of the Westing-
house Company, secured apatent (497,397)
on his already well known tank lightning
arrester; the general plan being here .^ how n The principle consists in
connecting the trolley lines to the ground through a high but non-in-
ductive resistance of running water; a variable number of inductive coils
N-J 307097-
can be interposed between the arrester connections and the generator
The idea is to provide a permanent path to earth for discharges; obviat-
ing the necessity of their jumping an air space as in most arresters.
Conduit electric railways are stili on the increase and Geo, Westing-
house, Jr. takes out two patents among the numerous others. This line
No. 497»9'^3-
of patents is beginning to rival that of car couplers and promises to be
about as barren of useful commercial results. The complexity of most
of them is something fearful to contemplate.
An attempt to make rail bonds do service as nut locks at the rail joints
is shown in the illustration of 497,963, this patent being the property of
Albert L Johnson, of Cleveland, the well known street railway man and
inventor.
A. J. MoxHAM adds No. 498,074 to his long list of patents on railroad
rails and chairs and processes of uniting the same.
rThe dravving explains itself when it is understood
that it is intended to weld the chair to the rail.
Two electric railway patents, Nos. 497,024 and
497 **-5> were issued to Rudolph M. Hunter, of
Philadelphia, assignor to the Thomson-Houston
Company. The first named is a system of sectional
conductors for supplying current to the cars, these
sections being connected to the main feeder through
ekclromagnetic switclies. Provision is also made for a current con-
troller at the dynamo. The other patent of Mr. Hunter's, No. 497,025,
seems very much like a description of a modern electric railway. It
claims the combination of a dynamo, an overhead conductor, a car with
an electric motor connected with the car axle, a hand regulator on the
car, an upward pressing grooved contact connecting the traveling vehicle
with said conductor, and a return circuit through the rails. Both these
patents were filed in 1SS6. Electric railway patents and trolley patents
seem to be getting into a hopeless tangle that will probably never be
straightened out.
498,074
No. 497.^34-
No. 497,834 is a device to alleviate the hammering of rail joints by
bridging the crack between tlie rail ends with two flat steel springs, as
here shown.
WM.
m
t'-k
^1».
B'j'Si,&s^
No 498,215.
A "dead man" for cable road crossings, (498,215), invented by
Henry E. Poehlman, is designed to lessen the speed and sound a warn-
ing gong before the grip strikes the immovable obstruction. The draw-
ing makes plain the method of accomplishing this.
498,577 is of interest as being one of those covering the ironclad motor.
It is for a motor having a cylindrical field magnet frame with inwardly
projecting pole pieces. One half of the cylinder is hingetl to one end of
the frame and the other half to the other end of the frame.
Charles Zipernowskv, the well known European inventor, takes
out what appears to be quite an important patent on alternating ciu'rent
distribution for railway purposes. It is intended of course for use in the
long distance transmission of power for railways. It designates a
system of primary alternating current mains from which current is sup-
plied to alternate current motors at points along the line; these alternate
current motors driving continuous current dynamos which latter sup-
ply the railway motors. To start the alternating motors and bring them
to asynchronous speed current is at first supplied to the secondary con-
tinuous current circuit thereby driving the dynamos as motors.
^tud/lJ^aiWa^j^Vicvv^
385
William D. Patersoji, of Keokuk, la., has a patent (No. 497,337)
on an overhead trollev system which comprises numerous features, the
principal one being that the trollev is supported on brackets at frequent
intervals above two heavy supporting wires. The trolley wheel is of
course downward pressing. It is impossible for the trolley wire to tall
in the street unless it and the two supporting wires all break at once.
No. 498,408 differs from the ordinary trolley in that it has a telescopic
end section and a spring for pushing out the telescope.
The claims of 408,435 can be seen by a glance at the drawing. It is
apparently another " fundamen-
tal '' patent on the upward press-
ing trolley. (. ^^
No. 497,569 's a street railway
switch invented by Jno. B.
Gough, of Providence, R. I. It
is designed to be operated from
the car. This is accomplished
bv having a small projection on
No. 408,435.
top of the switch point which is struck liy a bar on the car so that the
point is thrown in the desired direction.
No. 487,569.
STREET RAILWAY PATENTS.
Selected list of patents relating to Street Railway Inventions, granted
during the past thirty days, reported especially for the Street Railway
Review, by Munn & Co., Patent Attorneys, 361 Broadway, New-
York, N. Y.
ISSUED MAY 9, 1S93.
Method of welding metal, Arthur J. Moxham, Johnstown, Pa, ..496,890
Contact for underground electric railways, William Q. Prewitt,
Lexington, Ky 496,896
Girder joint for railroad rails, Maximilian M. Suppes, Johnstown,
Pa 496,916
Car truck, Geo. H.Graham, Oak Park, 111 496,933
Railway switch, Harrv B. Buttel and William II. Colson,
Newark, N. J , 496,996
Electric railway, Rudolph M. Hunter, Philadelphia, Pa., assignor
to the Thomson-Houston Electric Company, of Connecticut. 497, 0:4
Overhead electric railway, Rudolph M. Hunter, Philadelphia,
Pa., assignor to the Thomson- Houston Electric Company,
of Connecticut 497»o-5
Electric railway switch, Edward F. Stone, Hyde Park, Mass 497,061
Automatic grip opener, William P. Courtney, Oakland, Cal,,
assignor one-half to Albert Brown, same place.. 497,166
Trolley wire support, Henry A. Hamblin, Minneapolis, Minn 497.293
ISSUED MAY 16, 1893.
Overhead electric railway, William D. Patterson, Keokuk, la 497.337
Electric car truck, Geo. S. Strong, New York, N. Y., assignor to
Jas. N. Gamble, Cincinnati, O , 497i356
Trolley for conduit railways, Paul C. Just, Chicago, III 497.377
Apparatus for heating street cars, Jas. F. McElroy, Albany. N.
Y., assignor to the Consolidated Car Heating Company,
Wheeling, W Va 497.385
Conduit electric railway, Geo. Westinghouse, Jr , Pittsburgh, Pa. 497,394
Lightning .irrestor, Alexander Wurts and Clias. F. Scott, Pitts-
burgh, assignors to the Westinghouse Electric & Manufac-
turing Company, same place 497.397
Electric railway signal, William H.Jordan, Brooklyn, N. Y 497,408
Sectional contact conductor for electric railways, George West-
inghouse, Jr., Pittsburg, Pa 497.436
Car brake, John C. Henry, Westfield, N. J 497.544
Railway track structure, Edward Samuel and Victor Angerer,
Philadelphia, Pa , assignors to Wm. Wharton, Jr., ii Com-
pany, same place... 497.554
Cable grip, Frank J. Scanlan, Philadelphia, Pa 497.555
Street railway switch, John B. Gough, Providence, R. 1 497.569
Closed conduit for electric railways, Archibald J. Martin, Phila-
delphia, Pa : 497.585
ISSUED MAY' 23. 1S93.
Railroad rail and process of uniting same. Arthur J. Moxham,
Johnstown, Pa .. 497.8o8
Railroad r.iil joint, Herbert P. Stearns, Byron, III .497,834
Sanding device for street cars, Chas. W. VVerst and William P.
Womach, St. Joseph, Mo 497,902
Combined nut lock and electrical connection for railroad rails,
Albert L. Johnson, Cleveland, O --497.963
Electric rail w.iy trolley, Edward H. Allen, Cramer Hill, N. J.,
assignor two-thirds to William A. Barrett, Jr., Philadelphia,
Pa 498,046
Street car, George Moor, Boston, Mass 498,071
Rail support, William N. Morrison and Thomas P. Swin, Brook-
lyn, N. Y 498,072
Rail support, William N. Morrison and Thomas P. Swin, Brook-
lyn, N. Y 498.083
Railroad rail and chair and process of uniting same, Arthur J.
Moxham, Johnstown, Pa 498,074
Conduit electric railway, George F. Mofiet, Portland, Ore 49S.135
Electric railway conduit, Arthur H Hieatzman, Baltimore, Md. 498,169
Electric railw.iy conduit, Joseph L. Reynolds, Winterset, la 498,189
Bumper or stop for cars of underground cable railway crossings,
Henry E. Poehlman, San Francisco, Cal 498,215
ISSUED MAY 30, 1S93.
Track-scraper, Edwin J. Emerson, Jersey City, N. J 49S.249
Cable railway gripper, Phillips T. Taylor, San Francisco, Cal 498,325
Drawbar for street cars, Jas. A Trimble, New York, N. Y 498,334
Trollev catcher, Chas. A Lord, San Francisco, Cal , assignor
one-half to T. A. Kirkpatrick, same place. 498,355
Electric railway trolley, Patrick F. O'Shaughnessy, New York,
N. Y , assignor to the Sprague Electric Railway & Motor
Company, same place 498,403
Electric railway trolley, Rudolph M. Hunter, Philadelphia, Pa,
assignor to the Thomson-Houston Electric Company of
Connecticut 498,435
Cable grip, John Kratz, Baltimore, Md ..498,517
Safety fender for cars, George Latz, Baltimore, Md 49S.556
Electric locomotive, Albert Schmidt, Allegheny, Pa , assignor to
the Westinghouse Electric & Manufacturing Company,
Pittsburg, Pa 498.577
System of supplying current to electric railways, Ch.-irles Ziper-
nowsky, Buda Pesth, Austria-Hungary 498,604
Track cleaner for street railways, Edward Clark and Andros F.
Ogren, Lockport, 111 .498,622
Sanding device for street cars, Emil F. De Witt, Lansingburg,
N. Y .- 498.631
Sanding attachment for street cars. Thomas B. Clark, Zanesville,
Ohio. ...498,706
Trolley for electric cars, Robert D. Nuttall, Allegheny, Pa 498,722
Electric railway trolley, Robert D. Nuttall, Allegheny, Pa 498,723
The American Institute of Electrical Encjineers at its
annual meeting of May 16, elected president, Edward J. Houston, vice-
presidents, H. Ward Leonard, P. B. Delaney, William Wallace; treas-
urer, Geo. M. Phelps, and secretary, Ralph W. Pope. May 17 was
devoted to learned papers by C. P. Matthews, Lieut. Parkhurst, Geo. S.
Moler and othe s, while on May iS the Associaton visited Ampere, N. J.,
to inspect the Crocker-Wheeler works.
38(5
(^ tiEd. j\aiWay' j^eVlcw^
PICTORIAL EVENTS OF THE MONTH.
The cable line on the eastern portion
of Seventh street, St. Paul, will be changed
to electric, an ordinance for the same
having passed the council. The cable line
has been down several jears, but as there
is no severe grade on this portion of the
line and it has numerous electric branches,
the change has become desirable.
The passengers of a Chicago cable train were treated to a perform-
ance not on the bills, a few days ago. The train was crossing Michij,an
street just as a runaway horse dashed up.
He had left the carriage several blocks
back neatly suspended on a lamp post,
but still wore a full dress suit of harness.
He was billed through to a point half a
mile distant but after boarding the car
which was an open one, concluded to
get tangled up in the seats and po«ts
and give up the chase. As the com-
pany's rules forbid horses on the car, the
conductor with a large crowd to advise, ejected the intruder and punched
him a transfer to Rush street. Fortunately, no passengers were hurt.
"l
The restriction against smoking on
the World's Fair grounds lias been with-
drawn except in the buildings and visitors
can now enjoy an after dinner cigar. Dur-
ing the construction period wliengreatquan-
titles of building material were scattered
everywhere the order was an absolute
necessity.
WiTEN THE first cable car made its
triumphal trip down Broadway the
other day, it enjoyed the distinction of
literally rollingin wealth. New Yorkers
came out and lined the track on either
side, placing small coins on the rails to
be flattened by the first carand preserved
as souvenirs of the occasion.
Illiliftn ,.: ;
1
1
^J^l
« '-ilL^
^^S"'
^
*1
^^^^
M
ife;-ssii
The skirmishinc, of the forces of the
General Electric and Westin^^house has con-
tinued during the month but without loss of
life on either side. A shell was fired by some
Thomson-Houston regulars, containing an
action for infringement of t'-olley rifjhts
under Van Depcele patents. A permanent
injunction and $50,000 damages is asked.
A FAIR Amazon in Rochester, N. Y., took exception to the electric
cars which, pending some litigation, continued to run across some of her
real estate. At night she put up three strong posts, one in the middle
and one on each side the track, and to
these spiked a heavy timber. When
the first tripper came out he put his
hand on the fence just to see if it was
a real fence. In an instant he was
looking down the business end of a
big gun, at the extremity of which,
also with a business look, was the
madam. She poked the muzzle in
the conductor's face; she dared him
to move and threatened him if he did. She made him dance, put up his
arms and otherwise perform in a manner not specified in the rule book.
All day long she held the fort and applications for employmen on that
line have been withdrawn.
Handsome Harry, a picturesque Chicago character and for twenty
years a driver on the West Division Street Railway, died recently. Men
who associated with him for years had no other name for him than
Handsome Harry and the undertaker's book shows that Handsome
Harry was buried at Forest Home. Handsome Harry often appeared
dressed in a spotless white vest, kid gloves and patent leather shoes and
in fine weather, a silk
carnation or rose adorned
twenty years of service
300,000 miles and some
He made his appearance
twice in twenty years.
aL
J^k
k
^^in
wmimt
»
'^^
1 m/if J
f^
?,4-^^^2S»y5
■^^K^§
xr
hat. All summer longa
his button hole. In his
Harry travelled perhaps
years worked 350 days,
in the sweat box only
NEW PUBLICATIONS.
Jas. F. Mann, Utica, N. Y., has published a neat descriptive catalogue
of the Leary automatic switches and frogs.
The Railway Equipment Company have just issued a catalogue of
over 200 pages, describing their electric railway supplies. It is one of
most complete lists of material for this purpose ever printed, and the
volume is of really formidable size. Nothing necessary to the electrical
equipment of a road has been omitted, and the stock carried is of the
highest grade in every line. In addition to the catalogue there is the
usual complement of formulas, tables, etc., of general interest and value.
The Gisholt Machine Company, of Madison, Wis., has issued a
handsome catalogue showing some fine samples of turret lathe work.
The New England Magazine for June opens with an interesting
paper on the "Boston Tea Party;" Price Collier gives the history of the
first church organized in America, under the title, "The Old Meeting
House at Hingham, Mass.;" "Personal Recollections of the Poet Whit-
tier," are written by Charlotte Grimke.
LiPPiNCdTT's Magazine for June has a'complete novel by Gilbert
Parker, entitled "The Translation of a Savage." The Athletic Series is
continued by J no. F. Huneker, with an article on "Amateur Rowing."
M. Crol'ion in "Men of the Day'' ofters pen pictures of Bayard, Mackay,
Verdi, and Burnand.
The General Electric Co.mpany has issued a very artistic folder
especiallv for the World's Fair, showing the growth, achievements and
resources of the company.
Cassell's Family Magazine for June has an article tliat will doubt-
less be of universal interest, on the "Art of Keeping Well," by ' Family
Doctor." "Corresponding With the Planets" during the Chicago
Exposition is a suggestion, the novelty of which will attract many.
St. Louis Limited via Wabash Line.
The Chicago-St. Louis Limited, leaving Chicago daily except Sunday
at 10:32 a. m., is now a solid vestibuled train, built especia ly for the
traffic between Chicago and St. Louis, arriving in St. Louis at 6:45
p. m.
It is made up of cafe car, library car, parlor car, palace day coaches
and smoking car, arranged in the order named. It makes quicker time
from Chicago to St. Louis than any of our competitors. Cafe serves
meals a la carte, of a quality equal to any restraunt. The library is
equipped wiih all the standard works. The Chicago and St. Louis dail-
ies and the leading illustrated weeklies and periodicals are kept on file.
Every convenience knovyn to the traveler is to be found on this train_
Time, eight and a quarter hours, Chicago to St. Louis. Ticket office 201
Clark street.
"You seem a man of standing" —
For the car was very full —
"Oh yes," he said, as he clutched the strap,
" 'Tis because I have a pull."
Muskegon, Mich., is reported as asking for an elec-
tric line, to be in operation by August i.
(jituctlF(aiWayj^m/'
387
ECHOES FROM THE TRADE.
Geo. Cutter supplies the Morris pole tops for the
Syracuse railway.
The Genett Air Brake Company has removed
its eastern offices, to 33 Wall street, New York.
The Pennsylvania Steel Company are supplying a
large order of 90-pound rail for the Philadelphia Traction
Company.
Williams & Co.,- Plymouth street, Jersey City, report
a large business in gongs tempered copper fuse wire and
other material.
Siemens & Halske are doubling the capacity of their
Chicago factory in response to the urgent demand for their
work in America.
The Mark Railway Equipment Company, of Cleve-
land, O., reports a large call for its joint rail chair and
other track specialties.
George Cutter has received some large shipments
of the P. & S. china insulators and cleats, and now has a
full stock of these at Chicago.
The J. W. Fowler Company, of Elizabeth, N. J., is
rapidly completing its factory. The offices are in the
Havemeyer Building, New York.
J. L. LuDWKi, New York, is located in the Havemeyer
building, with a full fine of overhead railway specialties to-
gether with the Green Engine agency.
Edmund D. Smith & Company are tlie new Eastern
agents of the St. Louis Car Company, with headquarters
at 108 South Fourth street, Philadelphia.
The Warren-Scharf Asphalt Paving Company of
Utica, N. Y., has made an extensive report of the asphalt
laid with 45-pound T rail, Johnson pattern.
J. H. Bunnell & Co., 76 Cortlandt street. New York,
the well-known electrical supply men, have recently added
a stock of overhead street railway specialties.
A Hamilton Corliss engine of 250 horse power is a
recent acquisition of the Youngstown.O., Street Railway
Company. The machine will soon be installed.
Albert & J. M. Anderson, of Boston, report that they
are very busy with their specialties and keeping pace with
the rapidly increasing demand for Aetna insulators.
The Wharton Switch Company has a contract for
thirty miles of 90-pound girder rail to be used on the
Philadelphia Traction company's new electric lines.
The General Electric have just delivered ten W.
P. 50 motors to the Overland road at Nashville,
Tenn., and ten more to the North Nashville railway.
The Genett Air Brake Company report a recent
shipment of 100 air brake equipments for the motor cars
of the Atlantic Avenue Railway Company of Brooklyn.
The Standard Paint Company captured the big
Hyfeia Spring Company order for P. & B. compound, to
line 140 miles of water pipe from Waukesha, Wis., to
Chicago.
The Ames Iron Works, Toledo, are making additions
to their manufacturing facilities, and will make a specialty ^
of high-grade automatic engines for electric railway and
light work.
McLean & Schmitt, electrical contractors, have bought
up the business of the Pioneer Armature Works of Chi-
cago and united it to their own plant. They will now re-
wind armatures.
William R. Pitt Composite Iron Works has re-
moved to the corner of Fifth avenue and Twenty-fifth
street. New York City. Its patent folding gate is there
kept in ample stock.
A.O.ScHOONMACKER, 1 58 Williams street, New York,
offers large quantities of East Indian Mica for insulation
purposes, in the solid sheet form. He sends catalogues
and prices on application.
J. D. Smith, 350 Pearl street. New York, is very
busy in all departments and has just received an order
from the Third Avenue Cable Railway for 220 head-
lights and 400 signal lights.
John A. Roebling's Sons Company are inviting par-
ticular attention to the Roebling wire lathing, a new de-
parture. They claim for it the advantages of rigidity,
solidity and non-combustibility.
Captain W. H. Taylor, president of the Risdon
Iron and Locomotive Works, San Francisco, and also
Western representative of the Genett Air Brake Com-
pany, was a recent Chicago visitor.
The McDonald & Hood Electric Company, 239
La Salle street, Chicago, has been organized to handle
electrical supplies, among which the American battery is
most prominent. The firm is certain to meet with success.
The J. H. McEwen Manufacturing Company,
Ridgway, Pa., is meeting with great success in its late
sales of engines. A recent circular issued by the com-
pany gives tests and figures complimentary to these en-
gines.
388
(j^1^€d/^F(ailM^5^ylcw*
The Railway Equipment and Machinery Ex-
change, 408 Neave building, Cincinnati, Ohio, have just
secured a contract for 1,500 freight cars. They are
southern agents for the Tramway Rail Company of
Pittsburg.
Wells & Coutan Company is situated at 29 Gold
street. New York. It is a new concern, manufacturing
standard steam pressure and vacuum gauges. J. S. Cam-
eron is president; O. C. Wells, secretary; Chas. A. Cou-
tan, treasurer.
Twenty Cars are being turned out by the Ahearn &
Soper Car Works, Ottawa, Canada, for the Montreal
Street Railway Company. They will be equipped with
Westinghouse motors and delivered ready for operation
on the tracks.
Lucius E. Marple, is a late acquisition to consulting
electrical engineering circles. Mr. Marpl t has manjr
friends in the electrical lines and is fully competent to en-
tangle the expedient from the inexpedient. His office is
at 916, The Temple, this city.
The Lewis Boiler Comp.\ny, of Augusta, Me., has
been organized for the purpose of marketing the Lewis
patent sectional boiler. The capital stock is $100,000.
W. A. Lewis, Waltham, Mass., is president, and G. T.
Lewis, Charleston, Mass., treasurer.
The Curtis Manufacturing Company, Jersey City,
N. J., made a trial trip with one of their new type motors
over the Morris Cove Electric railway, recently. The
trip was satisfactory. It is reported that the new motor
will be placed on ten of the company's cars.
The Steel Motor Company, of Cleveland, Ohio,
have received the contract for the entire motor equip-
ment of the Lehigh Valley Traction Company. The
Harris trolley is also selling well and giving satisfaction
wherever used. Business in the supply department is
flourishing.
The Washburn &M0EN Manufacturing Company,
Worcester, Mass., report an enormous business in their
insulated wire department and announce that a large and
commodious factory will be built at the South works.
The railway orders have been unparalleled large dur-
ing the past few months.
The Brown Electric Company, Boston, through
Maybin W. Brown, has closed contract with the Lancaster
and Columbian Railway Company of Lancaster, Pa., for
twelve miles of equipment, double wire and Brown
special double insulators. The Hartford & Wethersfield
road will also use the Brown material.
The St. Louis Register Company have brought out
a novel stationary register which has two complete sets
of records — each showing trip and totals — one set for
registering full fares and the other for half fares or trans-
fers. The machine is of handsome appearance, and of
course is worked by two pull cords, one for each record.
OUR DICTIONARY OF TECHNICAL TERMS.
EFFECT OF HAY MOTOR RUN-
NING ON A WEAK FIELD,
A METAL TIE.
bfUlKt«'»l
EFFECT OF PURE COPPER ON A
CASE OF OVER-COMPOUNDING.
HIGH RESISTANCE
CHILLED WHEELS.
SUPER-SATURATION.
The "Sterling Supply Company" is the new and
more abbreviated title of what until June ist was known
as the Sterling Car Heating and Lighting Company. The
place of business remains the same — 47 Cedar • street.
New York — and officers and management are unchanged.
Their business is to be expanded to include other railway
specialties.
(^Jji«£t9"^mWiiy-ii\eyicW*
389
The Ansonia Electric Company have fitted up the
entire third floor of their large building at Randolph street
and Michigan avenue, Chicago, for the free accommoda-
tion of visiting electricians. Here may be found all the
comforts imaginable (outside of meals and lodging) for
the entertainment ot guests, and the fraternity is cordially
invited to take advantage of them.
The Bemis Car Box Company, Springfield, Mass.,
lately received an order from the Laclede Car Company
for 250 of their standard trucks for cars now being built
for the Philadelphia Traction Company. Other late or-
ders are from Baltimore, Brockton, Galveston, San An-
tonio, Lowell, Haverhill and Buffalo. A good business
is being done in all lines of their work.
The STn<LiNG Company is doing its share in the
change from mules to motors, and during the past week
have sold at the Chicago office and through their eastern
agent, J. Bradford Sargent, 620 Atlantic avenue, Boston,
a total of 2,400 horse power, as follows: 750 went to the
Cleveland City Cable Company, 900 to the Allentown,
Pa., Electric Street Railway Company, and 250 to the
La Fayette Street Railway Company, besides several
hundred to small electric plants. The Stirling exhibit at
the Fair attracts special attention on account of the fierce
law suit incident to its installation.
The Walker Manukacturing Company of Cleve-
land, have nearly completed shipments of cable machinery
for the Baltimore City Passenger Railway. This plant
comprising two power houses will be one of the finest in
the country, as it embodies all the latest improvements in
cable machinery. Shipments already made include two
five-groove, ten feet in diameter, Walker's patent dif-
ferential cable drums; two five-groove, twelve foot, and
six five-groove, fourteen foot, drums of the same pattern;
four rope wheels, 24 foot diameter, 25 inch face; four
rope wheels, 24 foot diameter, 16 inch face; two rope
wheels, 24 foot diameter, 31 inch face.
The Cushion Car Wheel Company, Chicago, are
naturally much pleased with a letter from President H. R.
Rhoades, of the Williamsport, Pa., Passenger Railway,
who writes them as follows:
"A full set of j'our wheels was put under one of our cars January
1st, 1S93, and has given us constant service of 120 miles per day since
that date, and we have been so well pleased with their performance, as
to order six (6) additional sets. Of course, with your guaranty they are
the most economical made. They ride easily and are less noisy than a
cast wheel ; and a merit that is ot great consideration is the traction
qualities of the steel tire. They adhere to the rail in time of snow and
reduce the slipping of wheels to a minimum. In fact, a car equipped
with cushioned wheels will go through a greater depth of snow than is
possible for a cast wheel to do. We are displacing all cast wheels with
your make as fast as they are worn out, as a matter of economy."
Lank & Bodley of Cincinnati have, in accordance
with the increasing demand for high grade engines for
electrical work, re-designed their old factory, and having
made some additions are prepared to undertake the build-
ing of any size engine required. They are inaking a
specialty of heavy main receivers and tighteners designed
to meet the heavy strains of electrical short circuits.
Their shafting stands for central stations are giving ex-
cellent satisfaction. This concern is also well equipped
with pulley molding machinery, shafting lathes, and a
first-class new line of hangers, which is the fourth set of
hanger patterns this firm has developed m its existence,
and the third set of pulley designs.
Wh.ll\:m S. Love, for many years connected with the
Pond Engineering Co., has severed his connections with
that firm and is out in business for himself. The Pond
En<>-ineering Company has no longer any office or repre-
THK conductor's DREAM.
sentative in Chicago. Mr. Love represents the Armington
& Sims Engine Company and the Hoppes Manufacturing
Company,makers of live steam purifiers and exhaust steam
heaters. He reports contracts for these articles with the
Gait House, Louisville, Ky.; Oconomowoc Electric
Lighting Company, Oconomowoc, Wis.; Grand Ridge
Electric Lighting Company, Grand Ridge, 111.; Shea,
Smith & Company, Chicago; Freeport Gas Light &
Coke Company, Freeport, 111.; besides a number of
smaller orders.
Alfred G. Hathaway, Cleveland, is at present work-
ing night and day shifts to keep up with orders. He has
just shipped a 100-ton wheel press to the Mt. Adams &
Eden Park Railroad of Cincinnati. Mr. Hathaway writes
in relation to his wheel presses: "I am having quite a run
on these special presses, and have several that have been
out two years, that have never broken a casting nor got-
ten out of order in any way. The transfer table depart-
ment of our works is thirty days behind in orders. I just
shipped a 26-foot table to The South Western Missouri
Electric Railway Company of Springfield, Mo., and I am
making a 26-foot table for the Pittsburg & Birmingham
Traction Company of Pittsburg. These tables are extra
390
(^IJiectlF^aiW&yli^yiW'
strong make and carry a twenty-ton car without deflec-
tion. My 9-foot standard table, which has several improve-
ments from the old style, is in great demand. I have just
just shipped six i i-foot transfer tables to accomodate cable
grip-cars, to the West Side Street Railroad of Chicago.
The Hoppes Manufacturing Company, Springfield,
Ohio, report business booming. Negotiations are on foot
with three of the largest street railway systems of the
country with a view of adopting this system of feed wa-
ter purifying. Among recent purchases have been: The
Columbus, O., Street Railway Company, 1,000-horse-
power live steam purifier; Muscatine, Iowa, Electric Rail-
way Company, 400-horse-power exhaust steam heater;
Citizens' Street Railway Company, Muncie, Ind., 350-
horse-power exhaust steam heater; Clark Thread Com-
pany, Newark, N. J., two exhaust steam heaters of 600-
horse-power each; The Freeport, 111., Gas Light & Coke
Company, 300-horse-power heater; Heat, Light & Power
Company, Muncie, Ind., 300-horse-power heater; Citi-
How the man who sits cross legged in a car appears to tlie excited
imagination of tiie other passengers — ^Judge.
zens' Gas & Electric Company, Jacksonville, Fla., 80-
horse-power live steam purifier; Omaha, Neb., Gas Man-
ufacturing Companj', 200-horse-power live steam puri-
fier; Giant Powder Company, San Francisco, Cal., 200-
horse-power purifier; Calumet Electric Street Railway
Company, Burnside Crossing, Chicago, 1,100-horse-
power exhaust steam heater.
The Railway Equipment Company, Chicago, re-
ports contracts made for Type " G " overhead material
during the last few weeks with Tiffin, O., Electric Rail-
way; Belle City Street Railway, Racine, Wis.; Norris-
town. Pa., Electric Railway; South Chicago City Rail-
way; Mobile, Ala., Electric Light & Power Company;
Camden & Atlantic Railroad, Atlantic City and Camden;
Calumet Electric Street Railway, Chicago; Trenton,
N.J., Iron Company; Columbia, Pa., & Ironville Street
Railway; Lehigh Traction Company, Hazleton, Pa.;
Wheeling, W. Va., Railway; Wichita, Kas., Electric
Railway; Fox River Street Railway, Green Bay, Wis.;
Pottstown, Pa., Passenger Railway; Wyandotte & Detroit
River Railway, Ecorces, Mich.; Cumberland, Md., Elec-
tric Railway; Montreal, Can., Street Railway; Independ-
ence, Iowa, & Rush Park Railway; Westminster &
Vancouver Tramway; Gettysburgh, Pa., Electric Rail-
way; Second Avenue Passenger Railwajr, Pittsburgh;
Pittsburgh & West End Passenger Railway; Escanaba,
Mich , Electric Street Railway; Atlantic Avenue Rail-
road, Brooklyn; and Hammond, Ind., Electric Railway.
The Phoenix Iron Works Company, Meadville, Pa.,
have recently booked the following orders for compound
engines: Wyandotte & Detroit River Railroad Company,
(second order) for one 150-horse-power compound con-
densing engine and two 150-horse-power Manning
boilers; Carnegie Steel Company, Pittsburg, two 150-
horse-power compound condensing; Trumbull Electric
Railway Company, Warren, Ohio, one 175-horse-power
non-condensing compound and two Manning vertical
boilers; Salt Lake City, Utah, Electric Light Company,
one 125-horse-power compound condensing; N. W.
Gokey & Son, Jamestown, N. J., two 175-horse-power
non-condensing compounds. This will make six in James-
town running light and street railvvay plants. Saginaw,
Mich., Power Company, 300-horse-power condensing
compounds for running street car generators; Allentown,
Pa., Street Railway Company, eight Manning boilers,
1, 200-horse-power. This does not include sales of single
cylinder engines and numerous boiler orders. Both
engine and boiler departments are crowded and working
overtime, and additions are contemplated to take care of
increasing business.
Abraham Lincoln
When leaving liis liome at Springfield, 111., to be inaugurated President
of the United States, made a fai-ewell address to his old friends and
neighbors, in which he said, "neighbors give your boys a chance."
These words come with as much force to day as thej did thirty years
ago.
How give them this cliance.-*
Up in the Nortliwest is a great empire waiting for young, and sturdy
fellows to come and develope it and "grow up with the country." All
over this land are the young; fellows, the boys that Lincoln referred to
seeking to better their condition and get on in life.
Here is their chance!
The country referred to lies along the Northern Pacific R. R. Here
you can find almost anything you want. In Minnesota and in the Red
River Valley of North Dakota, the finest of prairie lands fitted for wheat
and grain, or as well as for diversified farming. In Western North
Dakota, and Montana, are stock ranges limitless in extent, clotted with
the most nutrious of grasses.
If a fruit farming region is wanted there is the whole State of Wash-
ington to select from.
As for scenic delights the Northern Pacific Railroad passes through
a country unparalleled. In crossing the Rocky, Bitter Root, and Cascade
Mountains, the greatest mountain scenery to be seen in the United
States from car windows is to be found. The wonderful bad lands,
wonderful in graceful form and glowing color, are a poem. Lakes
Pend d'Oreille and Cceur d'Alene, are alone worth a trans-continental
trip, while they are the fisherman's Ultima Thule. The ride along
Clark's Fork of the Columbia River is a daylight dream. To cap the
climax this is the only way to reach the far-famed Yellowstone Park.
To reach and see all this the Northern Pacific Railroad furnish trains
and service of unsurpassed excellence. The most approved and com-
fortable Palace Sleeping cars; the best Dining cars that can be made;
Pullman Tourist cars good for both first and second class passengers;
easy riding Day Coaches, with Baggage, Express, and Postal cars, all
drawn by powerful Baldwin locomotives, make a train fit for royalty itself.
Those seeking for new homes should take this train and go and spy
out the land. To be prepared, write to
Chas. S. Fee,
G. P. & T. A.
St. Paul, Minn.
(^ tieet J\aiUv^li^VicW'
.".01
PECKHAM'S IMPROVED 6A TRUCK.
THE latest product of the Peckham Motor Truck &
Wheel Compan}' is the 6A truck. With the
exception of the wheel pieces, which have split
pins, no bolts are used in the construction of this truck,
box. This joint gives a free movement to the gear and
saves strains on the side frames of the truck. The spiral
springs of the gear cushion the side frames and relieve
them, and the motors suspended from them, of shocks
and concussions. By the removal of eight split pin bolts
the removable wheel pieces can be taken out for the
renewal of worn out wheels and axles. The Peckham
Company has equipped its factory with special appliances
for making this truck, and all parts will be made inter-
changeable. Over 300 have been furnished to the At-
lantic Avenue and Brooklyn City roads, of Brooklyn,
and wherever used they are giving good satisfaction.
OBITUARY.
SECTION OF PECKHAM GEAR FOR Oa TRUCK.
so that there is practicaly nothing to work loose. All the
rivets are driven hot by skilled boiler makers.
HARRY C. FISHER,
son of Albert Fisher, of the Western department of the
Watertown Engine Company, died May 21. He was
well known to the trade, his death is mourned by a large
number of friends. Young Mr. Fisher leaves a wife to
whom he had been married but a few months.
GEORGE D. CAPEN,
the St. Louis street railway capitalist, died of lung trouble
May I. He left an estate valued at $r,ooo,ooo and
many street railway and insurance interests.
REMOVABLE WHEEL PIECE
CANTILEVER EXTENSION SIDE FRAME, PECKHAM'S 6 A TRUCK.
Another prominent feature of the new truck is the
adoption of the ball bearing spiral spring cushion gear.
The McGuire Manufacturing Company captured the
Indianapolis order for 50 trucks.
Mr. and Mrs. Wallace D. Dickinson, of Great
Falls, Montana, were in attendance at the World's Fair
during the month. Mr. Dickinson is superintendent of
the Great Falls Street Railway and undoubtedly one of
the most aggressively modern of street railway men in
the west.
Through Train Chicago to Texas.
GEAR OP 6 A TRUCK.
The spiral spring of this gear fits in a pocket and finds
its seat in a ball andsocket joint on top of the journal
On June 19th there will be inaugurated a through
train service between Chicago and Texas. The "Bur-
lington Route," which is usually foremost in western rail-
road enterprise will put on a fast vestibule express train
leaving Chicago ati:45 p. m. daily for Dallas, Taylor, Gal-
veston and other prominent Texas points. The train will
be equipped with Pullman sleeping cars, reclining chair
car and standard day coaches of the most modern pattern.
A through train service of this kind is sure to stimulate
trade relations between Texas and Chicago and will be
welcomed by the many who have occasion to travel
between these points.
3i»2
^{!ueiJr{a^i^^wfJ\^^/lm/'
CAR BUILDERS OF AMERICA.
McKEESPORT'S RAILWAYS.
OUR readers will recall with pleasure the interest-
ing biographical and historical article which
appeared in the Street Railway Review
last year, in which was outlined the work and life of the
staunch pioneer car builder, John Stephenson, of New
York.
It is made possible this month to follow up the series
with a sketch of one of the later street car manufac-
turers, by giving a few
facts in relation to the
life of Henry Cochran,
the designer and mas-
ter mechanic of the
Lamokin Car Corn-
pan}', of Chester, Pa.
Mr. Cochran is a
veteran of the late
war, and to this fact is
due several incidents
in his career. In com-
mon with many other
young men he gave
three of the most valu-
able years of his life to
the service of his
country as a member
of the Ninety-fifth Ohio Volunteers. He was 15 years
old when he entered the army. After honorable dis-
charge from the service Mr. Cochran found himself in
possession of three wounds and no business except that
of soldier}-. Nothing daunted he learned the carpenter's
trade in Lyons, la., after which he returned east, enter-
ing the shops of the Jackson & Sharp Company, where
he remained three years. Dowers & Dure were then
his employers until the panic of 1S73, when he entered
the service of the
Harlan & Hol-
lingsworth Com-
pany. After the
Centennial Mr.
Cochran went to
the J. G. Brill
Company, Phila-
delphia, where he was foreman for eleven years, leaving
them to take charge of the works of E. H. Wilson &
Company, at Chester, Pa., at that time handling only
rough work and second hand steamcars. This business
soon grew into the making of the elegant street cars so
well known to readers of the Review.
Mr. Cochran's energy and ability has done much
toward bringing forward the Lamokin cars to their pres-
ent excellence. He owns eight valuable patents on cars
and has three or four more now pending.
Mr. Cochran is a member of Post Wilde, No. 25,
G. A. R., of Chester, Pa., with a G. A. R. enthusiasm
second only to an enthusiasm for Lamokin cars, which in
their turn repay him by their popularity.
S'
V — /
INCE 1891, readers of the Street Railway
Re\ievv have heard of the McKeesport roads.
V — / The town is a growing one, a suburb of Pitts-
burg, a manufacturing center, and as to electric rail-
ways bids fair to become the center of a largely exten-
sive system.
The McKeesport & Reynoldton Company was the orig-
inal one and still continues to be a profitable enterprise
and to improxe its service and extend it borders. The
White Traction Company is also doing a good business.
Meanwhile the McKeesport & Wilmerding road,
another new enterprise, is nearing completion and will
bring business to McKeesport. The Dravosburg line
has its charter and will begin work soon. The directors
of this road are J. M. Risher, Dr. F. H. Sumney, et al,
of Dravosburg. The object of this company is to get an
outlet for about two lines of country, forming a sort of
belt line through a populous district.
The Dravosburg, Mendelssohn & Elizabeth Company
will complete a short line to operate eight cars, single
track. This road will be extended in time to as far up
the valley as possible.
This is a strong object lesson in electric traction, show-
ing what may come from beginnings so humbly made.
One town becomes an electric railway center, a city
becomes the metropolis of these, and we have an inter-
dependent town and country with the advantages of both.
RAILWAY EQUIPMENT COMPANY SECTION
INSULATOR.
SECTION INSULATION.
THIS section insulator, originally designed for one
of the leading roads in the country, has proved so
satisfactory in actual service that the Railway
Equipment Company, Chicago, has made arrangements
for putting it on
the market for
general use.
While simple in
construction it is
iizj made extra strong
by the use of their
standard No. i
strain insulator. The insulation is nearly perfect, and
the device presents a neat appearance on the line.
The Marion Street Railway, of Marion, Ind., have
commenced work on a line of road to Gas City, via the
Soldiers' Home. The Ansonia Electric Company's new
line of overhead railway fixtures will be used on the
entire road.
Prospects are said to be very bright for an electric
railway for both passenger and freight business between
Middletown and Frederick, Md. It is expected to build
the road on its own right of way. Another step toward
the steam road.
(^tied.l^^mW^j^VleW'
393
G. E. 800.
OMNIBUS COACH.
THE General Electric Company have made several
important changes in their single reduction motor.
The new machine is designated as G. E. 800, and
is about what is generally rated as a 25-horse-power
motor. The designation 800 represents the number of
pounds horizontal effort it is capable of e.xerting continu-
ously through a 33-inch wheel. The motor is completely
closed in a water-tight case, so that it could be run under
MANY street railways find the necessity for
using such conveyances as the omnibus coach,
either on special occasions from terminus or
points along the line to picnic grounds and similar places,
or regularly as feeders to lines where the service will not
warrant the laying of a track. Such coaches are for sale
by F. N. Sweeney, of Detroit, and have side seats 10 feet
long, with an aisle 31 inches wide between. The body of
the coach is very much like that of
a street car, having ventilating win-
dows, bell-pull, etc. The body is
hung on four elliptic springs and has
five windows on each side. It rides
smoothly, will accommodate a good
sized load, and is easily drawn by
one team of horses.
THE O'HARA EXHIBIT.
T"
NEW RAILWAY MOTOR G. E. 8oO.
water without injury, making the motor -'water-proof " in
something more than name. It is 300 pounds lighter
than the "W. P." 15-horse-power. The armature,
which is similar to that on the
old "W. P.," is either ring or
drum. It is designed to be easilj^
taken apart for inspection and
repairs. Only 500 pounds of its
weight bears directly on the car
axle so that the rail joints will
receive less pounding in the future.
The changes summed up are:
complete enclosure of the motor,
reduction in weight, and shifting
of center of gravity away from
the car axle.
The advertising privilege of
cars and stations of the " Alley L"
in this city has been given to the
Street Car Advertising Company,
of Chicago, which also has the
contract for the cars of the Chi-
cago City Railway.
HE O'Hara Air Company is
comfortably ensconced at Z s,
between posts 3 and 4. Here
may be seen the latest airbrake on
the market, in operation. Both
steam and street car types are shown,
and the representative in charge will
take the utmost pleasure in telling
the merits of the new brake. Mr.
O'Hara has been at work on this piece of mechanism for
some time and at last finds his ideas embodied in a brake
that satisfies his ideal of what a brake should be.
OMNIBUS COACH.
The Brooklyn bridge has been open for travel ten
years. During its first year the bridge cable cars carried
five million passengers. For the past year the record is
forty millions.
The Point Defiance road at Tocoma is building a boat
56 feet long, to run from Point Defiance to Quarter
Master's Harbor, and other points in connection with its
electric lines.
394
<^!^\MJtdr}^aA\^u^^
GOWAN'S RAIL CLEANER.
A RAIL cleaning device, which is at once simple
and effective, has been patented by J. A. Gowan,
of 23 Gladstone avenue, Toronto, Canada. Ap-
preciating the necessity of a clean rail, especially in elec-
tric service, Mr. Gowan has invented a revolving broom
which in both wet and dry weather gives a better con-
tact between wheel and iron. He does not endeavor to
sweep the whole track, leaving that in heavy storms for
the snow plows, but offers a device which in ordinary
ftg-r— tP^. j._ -__ -.-e^s^
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^■511 II TORONTO RAILWAY rM
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GOWAN'S RAIL CLEANER.
snow fall, or when mud or sand and dirt are on the rails
disposes of the obstructions in a positive manner.
The cleaner consists of rotary brooms placed in front
of the forward wheels, but revolving in an opposite direc-
tion, being driven from the axle by a crossed link chain.
The brooms can be raised from the rail at will by a small
lever attached to the outside of the dash, and when so
raised cease to revolve. The brooms can be taken off
in a few minutes if desired. The cleaner has been used
by Manager Fraser, of the city and suburban of Toronto,
who says: "I had one of my cars fitted with the rotary
broom last winter and found it of good service in remov-
ing four or five inches of snow, and find it works well
also on mud or sand covered rails." This road experi-
ences much trouble on one line skirting the base of a
sand hill, where sand constantly blows and slides down
on the track. H. A. Everett, managing director of the
Toronto Street Railway, also has used the cleaner and
reports it as working in a satisfactory manner.
THE NOISELESS RAIL JOINT EXHIBIT.
THE California Noiseless Rail Joint is a very
pretty model of a new rail joint, the invention
of George Weeks, of Oakland, California.
Although meant primarily for steam roads, Mr. Weeks
has assurance that its adoption on some street rail-
ways is but a matter of time. The idea is this:
One end of each rail is beveled upon the outer side and
the opposite end is bent to a corresponding angle, so that
when in position in track the ends of adjacent rails over-
lap for some distance, and still leave the inside face of the
rail heads in a straight line continuous. The bent end over-
laps the beveled end of the adjacent rail for a little dis-
tance beyond the beveled part, and the two ends are
bolted together by three bolts at each joint, the bolt
being held in slots to allow for expansion. This method
dispenses with fish plates. Each rail is in addition fas-
tened to the ties by means of bolts or spikes through slots
in the flange.
.-.♦.-.
THE SCARRITT CAR SEAT EXHIBIT.
w 'v /^ IS not a rebus. It means that the Scarritt
I I Nc Car Seat Company, of St. Louis, has a
M. y \_) beautiful display of their specialties in
the line of car seats at section D, space 8, of the Trans-
portation Building. The exhibit is the unique idea of
Treasurer Foster, of the company, and it attracts its full
share of attention, both from the railway men and car
builders visitant, as well as the old lady and the gen-
tleman from Podunk. The canopy over the raised
platform upon which the various seats are arranged
is a car top with all the features of ceiling decoration,
ventilators, and deck done in the best and most approved
manner. This part alone cost $600. Underneath are
seats of every description for street cars, steam cars and
suburban trains. The seats shown are of all patterns in
rattan, wood, veneer and upholstered. The company
does a large export trade and shows one design of seats
made for the Imperial Chinese railway.
DOME OF ENTRANCE TO ELECTRICITY BUILDING.
The is exhibited life size b}' Joseph Murray, of Cleve-
land, O. Mr. Murray's Chicago headquarters are in the
Manhattan building.
Edmund Carrington, agent of the Morton Safety
Heating Compan}-, was a visitor at the Street Rail-
way Review branch recently. Mr. Carrington is a
pleasant gentlemen and may be seen explaining caloric
almost any time at L north 13 street car row.
(^^!lMjd^^\aJiyc^^
?95
■WIITXJSOE. & iCBlsTFIELni),
PUBLISHERS *ND PROPBIETORS.
269 DEARBORN ST., - " " CHICAGO.
Published on tfce 15th of each month.
SUBSCRIPTION, -
FOREIGN SUBSCRIPTION,
- TWO DOLLARS.
20 SHII-l-INGS.
AMres. all Commumctions and Remitta,.c>.^ la The Street Rau-WAV Review,
sOg Dtarborn SIrril, Chicago.
H.H. WINDSOR. F.S,KENFIEI.D,
g^j,oj Business Manager.
CORRESPONDENCE.
conS^of raper°orne\vs"e,nso'ur street railway friends may send us, pcrta.nmg
either to companies or officers. Address :
THE STREET RAILWAY REVIEW.
269 Dearborn Street, Chicago.
Entered at the Post Office at Chicago as Second Class Matter.
This paper member Chicago Publishers' Association.
VOL, 3.
JULY 15, 1893.
NO. 7
A USE for Old Motors" is the title of an interesting
article this month in which the experience at Great
Falls, Montana, is full of suggestions. There are some
roads still struggling with apparatus now almost historic,
which may see in the methods described an outlet of rehef
as yet untried by them.
THE enterprising State of Washington stands alone as
the only one of all the states in the Union without a
horse car. It is not lacking in facihties however, for of
electric, cable and steam dummy lines there is a total of
280 miles of track. Indeed, some cities are over pro-
vided with car tracks which have been laid several years
in advance of a demand which should warrant their con-
struclioa. The horse cars of the "States" constitutes one
of the sights to Washington people visiting the Fair.
ATTENDANCE on the World's Fair shows a daily
increasing patronage. Everything is now complete,
and the visitors who were so fortunate as to come during
June were favored with clear skies, and cool days and
nights, which made sightseeing a positive enjoyment.
The exaggerated stories of extortionate charges have
been scattered to the winds, and the contemptible attitude
of the New York press is beginning to react, as eastern
people come to Chicago and realize how stupendously
they have been humbugged by their home papers.
Street railway men, while quite numerous visitors, are in
the main deferring their visit until the October conven-
tion. Foreign tramway representatives are already here
in considerable numbers, and express the most profound
interest and admiration at the perfection of the American
street railway system.
WHILE on all sides collections are reported slow,
and money is in that peculiar" condition which is
expressed in the phrase "tied up," there has not been nor
is there likely to be general distress and "hard times."
There is no surer nor quicker indication of lack
of money among the masses that the receipts from the
operation of street cars. Although the individual amount
collected from each patron is small, it is often the pleasure
or unnecessary riding which determine for many roads
whether or not they can declare a dividend. The adop-
tion of rapid transit and in not a few cases the establish-
ing of pleasure resorts to draw out the crowd, have
exerted an influence not possessed by the old horse-car
system; but at the same time the masses have preferred
to ride this summer, where they could have walked, and
would have done so had there been any urgent necessity
for the practice of that economy which asserts itself when
the country falls below the level of accustomed prosperity.
NOT long ago the citizens of Toronto were called to
decide on the question of Sunday cars, which have
never been operated there. The Sunday cars were then
snowed under, but of late has arisen a strong desire to
again submit the question to the people, and a monster
petition is already secured to this end. It is wholly a
public movement, although the new company have always
been willing to operate on Sunday if allowed. It seems
strange that intelligent people should for so long, and in
these days, hold such radical opinions on what is so obvi-
ously a matter of necessity.
THE Nebraska Popuhsts have been holding a railroad
convention at Lincoln. The meeting was prolific of
resolutions, and they resolved with an abandon and
rapidity that would grace a Fourth of July celebration.
Among the incidental measures announced is one to build
an electric road from Duluth to the Gulf of Mexico, and
to cost $30,600,000. The odd six hundred thousand is
evidence of the ability and honesty of the Populists.
Ordinary engineers and promoters would have made it an
even half million, or more likely tacked on another four
hundred thousand to provide for a proper celebration on
the opening day. The road is to be built from sale of
bonds, none of which, however, were subscribed for on
the spot. The artesian wells of Dakota, the strong
breezes of the Nebraska prairies, the rivers, streams, and
even the brooks en route are all to be harnessed and fur-
nish their quota of power to run the road; while the tides
which lap the rushes in the gulf are to generate powers
of locomotion the like of which the world has never seen.
To get down to something practical, the Populists might
fix up the dirt road from Lincoln to Asylum, a distance
of eight miles, and thus establish the first precedent of
having actually accomplished one improvement.
396
(^K^j\aiWii^j^ymV'
NOTWITHSTANDING the stringency in the money
market, and which has now completed its course
across tlie continent, business in street railway supplies
has been better than could reasonably have been
expected. There has been a sudden check put on the
construction of entirely new lines, and reconstruction is
now less than last year. At the same time much solid
work is under way, and the record for 1893 promises to
aggregate a handsome showing. Those en erprises
which were endeavoring to make a voyage on wind only
are, for the time, at least, hopelessly becalmed; some
deserving companies share also in the difficulty to float
securities at acceptable figures, and are likewise com-
pelled to temporarily postpone much needed and legiti-
mate improvements. The latter, however, will not be
compelled to wait long, and the repeal of the silver bill is
expected to restore confidence and release capital which
is now in hiding. Good street railway securities will be
among the first to feel relief, as they ha\e become one
of the most sought and desirable in the market, and
it is not a matter of entire regret that a few undeserv-
ing enterprises should have been unable to struggle
into an existence which must have been short and pre-
carious at best.
THE separate car question, one for whites and another
for colored people, of which echoes are occasionally
heard in the form of "letters to the editor" of leading
southern daihes, will probably never again arise as an
issue demanding action on the part of street railways. It
seems some years ago one of the leading New Orleans
lines running through the American part of the city did
put on in response to an urgent demand from the whites,
an equipment of cars to be used exclusively by the colored
people. These cars were precisely similar in every
respect to those reserved for the whites with the excep-
tion of the exterior painting, which was red. So far as
the colored people were concerned they observed the reg-
ulation to the letter and patronized only those cars assigned
them. But not so with the whites. Many of them
wanted to take the first car which came along regardless
of color and insisted on riding in the red cars. Hence,
by the very action of the whites themselves, it was
impossible to maintain the color line. But the chief diffi-
culty lay in the fact that there were not enough riders,
black and white, to maintain the expense of the separate
equipment, and finally after giving the scheme a fair trial,
during the last year of which the road lost $25,000 in this
branch of the service, it was abandoned. Verily the street
car is a cosmopolitan institution; where all nations of the
earth move on a level at five cents a head.
tions can never be framed to fully meet the wants of the
public unless a special ordinance is made to cover almost
every individual cross street of every line. The specify-
ing of six miles as a maximum is a virtual permission to
run at the full limit of that speed, which at some cross
streets might involve a far greater degree of danger than
thirty miles in outlying districts. The people demand rapid
transit; judging from the proposed ordinance some peo-
ple demand municipal protection. The railway is work-
ing to earn a dividend; every accident lessens the possi-
bility of that dividend; therefore on purely selfish motives
the company is bound to use all reasonable caution at
places where caution is required, and should be left free
to run at high speed where they see an Opportunity to do
so with safety. These conditions of safety constantly
change. What is today a proper speed on a given street
may be a highly improper one tomorrow as local influ-
ences change. An inflexible ordinance can never follow
and adapt itself to these changes. Why has not some
bright alderman introduced a bill requiring cars to go
around each cross street, instead of crossing them at all?
Here evidently is a glowing opportunity for somebody to
immortalize himself in the hearts of his "constits."
BALTIMORE traction is now threatened with a
restrictive ordinance limiting the speed of cable and
electric cars to six miles an hour when crossing other
streets. We have so often expressed our views on these
restrictive speed ordinances it is unnecessary to enlarge
upon the subject now, but as a matter of fact such regula-
A PRACTICE that never seems to have been inaugu-
rated by street railway companies, but nevertheless
one that would seem to be worth developing, is suggested
by Professor Badt in connection with his opinion on the
safety of selling light and power from trolley circuits,
given in our June issue. We refer to the use of
motor transformers for reducing the voltage of the
railway circuit and making its power available for
a much wider range of work than at presenti By having
a motor transformer with secondaries of low voltage,
power could be supplied to a large number of small
motors and incandescent lamps in parallel. This sec-
ondary circuit would not be grounded, and on account of
its low pressure the wiring would have to be no better
than that of ordinary incandescent circuits. In fact it is
not unlikely that in some places the lighting companies
would find it of advantage to rent power from the railway
for supplying its few day customers rather than keep run-
ning on so light a load. If a building has been Wired for
a no-volt or 50-volt S3'stem it is a simple matter to con-
nect the railway circuit to it through one of these direct
current transformers located where the wires enter the
building. This opens up practically a new field for street
railway stations. Motor transformers have been on the
market for some time but never seem to have Come
into use. The loss from the transformation is from 10
to 25 per cent, and the attention necessary to keep the
machine in repair is very small. For running large
motors and arc lamps the direct supply method is
undoubtedly the best, but for supplying small devices
where the convenience, if not the necessity of low pres-
sure, has prohibited the use of the railway current there
is a new and undeveloped field for those who care to
take up the matter.
(j^KectlF^oiWa^'lF^yleW'
397
THE annually nervous man in Brooklj'n who regularly
and religiously celebrates the advent of open cars
and whistles in that city by bombarding the various com-
panies through the columns of the daily press, now has a
brother in folly. As a pair of precious, idiotic fools they
should be shipped to Chicago and put on exhibition with
the other mummies in the Egyptian temple. The latest
is the man who tendered a conductor a five dollar bill
which he could not change, there having been a run on
his bank all that trip. Finally he stopped the car and
went into a store for change. Remaining longer than
pleased the passenger, the latter went in search of a
justice of the peace, and when the conductor returned
was not in sight. The conductor then resumed the trip,
and turned in a special report with the $4.95 to the super-
intendent. But where was the man who was hunting a
peace otticer to make war ? He, too, returned to the
place where the car was last seen, but it, strangely, was
no longer blocking the street. Then this officious indi-
vidual, who travels with neither sense nor cents, swore
in big round oaths to himself, and swore out a charge
to the grand jur)', which latter with an exhibition of
great and unsuspected wisdom, held the conductor to
trial on charge of misappropriating the passenger's
money. There are those people in this world who
doggedly stand upon the letter of what they consider
their rights, to the disgust of all sensible beholders. The
unwritten law of the land is that two dollars is the reas-
onable limit for which change may be expected on a
street car. Were all the conductors of any good sized road
to carry enough money to meet any possible demands,
the aggregate would reach away up into the thousands.
Exact change may be insisted on in the purchase of
stamps, at any postofRce in the land, and on many
accounts such a law would not be without its advantages
to all concerned, could it be applied to the payment of
street car fares.
ON the occasion of the opening of the first electric
railway line in Oregon Citjf, the Portland Oregon-
ian says, in reviewing the patience and hardships of forty
years ago: These men, the territorial fathers, and the
sponsers of the state, never lost faith in Oregon City.
To them it was the "Lowell of the Pacific" through all
of the slow years wherein growth was as foreign to it as
to the grim walls of basalt that sentinel its mighty water
power. Over and above the monotonous roar of the falls
of the Willamette they could hear, in imagination, the
rumble of machinery, and thickly crowning its pictur-
esque hills the peaceful homes of industry met their pro-
phetic eyes. Yet, in all of their faith in the future of
Oregon City; with all of their dreams of her prosperity
and industrial greatness; with all of their visions of wealth
for those who could patiently bide progress of events and
wait for the country to grow up around this wonderful
manufacturing center, their anticipations fell far short of
the realities that electrical science has brought to the slow
old pioneer city of the falls. The term of human life,
though proverbially and indeed relatively short, seems of
prodigious length when judged by events in locomotion,
so dissimilar, as those represented by the slow, dragging
pace of jaded oxen, drawing clumsy wagons, that had
made the transit of half the continent, their travel-stained
canvas covers sagging dejectedly between the careening
bows, and the electric car, with its luxurious appointments,
gliding swiftl)', as if bj- magic, over steel rails. And yet
this miracle of growth has been presented upon the nar-
row thoroughfare known as Main street in Oregon City
within the memory of a generation. The sturdy, san-
guine, brave old territorial fathers lie with mute faces to the
East, on the hill above the old pioneer town. The new
city — the city of their hopes and dreams — has crept up to
and out, and beyond the place which, upon the testimony
of many a marble tablet, is "sacred to their memory," and
and no rejoicing over the miracle of growth that has so
far surpassed in wonder their long-cherished dreams, can
be complete without reference to the simple part which
they played in the transformation. Their faith in the
future of Oregon City was literally "an evidence of things
not seen," as through their long, monotonous da3's, nature
held inviolate the secret that science has since coaxed
from her, and made the mighty working element of
material progress.
COMPETITION is a good thing so long as it is kept
within the lines of sound business principles.
When it goes beyond that limit it becomes dangerous
and a misfortune. Probably in no business is competi-
tion stronger than in the sale of street railway supplies,
especiall}' apparatus. While prices have not been cut so
much, although having had a downward tendency during
the last year, there has been an altogether too general
disposition to accept orders on deferred payments, and in
this the seller who could take the least cash and the most
paper has not infrequently secured the order. In many
cases the paper has extended to twelve and even eighteen
months. This latter tendency we believe to be product-
ive of bad results all around. Equipment, if good, is
expensive, and the maker should not be expected to
carry this load for the buyer. The production of all
kinds of street railway machinery involves a larger first
cost for labor than for material. Labor is strictly cash,
being usually paid for at the end of every week. It has
thus been possible for many roads — chiefl}' speculative
roads — to be built, which it would have been better for
all concerned had they not been built for a long time.
Promoters who are discounting the future to the extent,
of incurring heavy obligations, which they expect to
meet by the sale of securities eighteen months later, are
taking unreasonable chances, and, in most cases, find it
just as hard to meet payments when the day of judgment
comes as when they made the paper, which was so easy
to do. While we concede that a solid, responsible road,
which has already an established business, may often
require time in which to pay for additions, we believe
that when the amount involved is large they should be
the ones to make the loan, instead of throwing the
responsibility upon the manufacturer. We believe^ it is
398
(^lacctil\ailw^j\c^^
unreasonable to expect it of him, and we know of not a
few who are drawing the lines close on this class of
work, preferring to put in no bid where it is understood
that there is nothing but long time notes in sight. If all
would agree to this, the effect would be most salutary.
Buyers, also, are indirectly made to suffer from this too
liberal policy. Losses are increased which other buyers
are made to share in buying at advanced prices, or in
failure to receive reductions, which would otherwise be
possible; while the ability to promote competitive sand-
bag lines is largely augmented and made easy. If a
legitimate enterprise cannot raise money to purchase its
plant, how can the manufacturer hope to carry its load in
safety and success ?
MAKE THE MOST OF YOUR ADVANTAGES.
PROBABLY the manager who reads the following
suggestion will not consider it as anything
specially new to him. Doubtless he has thought
of it more than once. Doubtless, also, the most of him
has been interrupted just at that particular moment, and
so the idea has never been worked out to a practical finish.
It is not necessary, however, to do the work one's self;
turn it over to one of the boys in the office and let him
bring you an outline which you can correct, revise and
improve.
There is scarcely a city, large or small, which possesses
the luxury of a street car, the attractions of which cannot
be as well or better seen from a few trips on its car lines
than in any other way. i
Have a neat little pocket folder printed, with a map of
the city on one or two pages. Show the streets on which
cars run; indicate all parks and prominent buildings; any
factories or manufacturing establishments which allow
visitors to inspect their works, and the location of theatres,
hotels, depots, post office and other similar public places.
On another page give a route which the visitor may
best take to see the residence portion of the city. Tell
where to start, what car to take, where it goes, what can
be seen on the trip, and how long time is required to go
out and return, and the rate of fare. Make an itenerary
for each prominent line of cars. Tell where the public
Hbrary is, and art gallery if there is one ; when they are
open and name any special feature of note to be found
there.
If any line runs to a river or lake where there is inter-
esting scenery, fishing, boating, bathing or skating, tell
all about it, and set forth the great pleasure to be had and
the little time and expense involved in attaining it —
always, of course, via your line of street cars.
Don't forget the churches, with hour of service and
name of pastor, and the car line which the stranger should
take to reach each one. All this and a great deal more
affords information which is of real service to the stranger
in town, and even to the frequent visitor will often suggest
rides of which otherwise he would never have thought.
Save a page or two for advertising cards, for home
advertisers. It is an excellent medium for many lines of
business. Make the charges just enough to cover the
expense of engraving and printing, and when the little
guides are out, procure some neat tin boxes and nail them
up in the depots, hotels and barber shops. The attend-
ants at each place will be glad to replenish them when
empty, from the large package which your office boy
should deliver once each month or week as required.
A good plan where the city is large enough is to get
out an edition once each month, and publish the railroad
time tables also. In short, make it just as valuable to the
stranger in town as possible; print neatly and illustrate if
possible; give them away freely; where there is a union
depot, and the city is not too large, it will often pay to
keep a boy or young man there to direct strangers to the
street cars, and distribute the guides among arrivals.
THE WADDELL-ENTZ SYSTEM.
FOR some time the Waddell-Entz Company, of
New York, has been pushing its business pub-
licly, saying nothing of the results achieved.
Now, however, they are putting their specialties into
larger fields and the Street Railway Rf.vikw is glad
to illustrate one of their prominent specialties, namely,
the multipolar generator illustrated herewith. This
THE WADDELL-ENTZ GENERATOR DIRECT COUPLED TO
HIGH SPEED ENGINE
generator is attracting considerable attention. One point
in particular being the peculiar arrangement of its pole
pieces, only one coil of wire being used to energize the
magnets. The pole pieces are of homogeneous cast
steel, the softness of which makes it peculiarly sensitive
to the influence of the series coil, and the automatic
regulation of the machines peculiarly fine. The arma-
ture is of the German ring type revolving outside of the
magnets. The heat limit is very low, the armature ven-
tilating itself very thoroughly by revolving. The factory
of the company is at Bridgeport, Conn., and is equipped
with the best and most modern tools for the building, in
all sizes, of direct-connected dynamos as well as low
speed motors, storage batteries and like appliances.
The mechanical designing is directly under the super-
vision of Montgomery Waddell, while the electrical
desiging is in charge of Justus B. Entz. Among their work
(jJlAcd:'(J^aiUvay-U^ylcW'
399
in street railway lines it may be mentioned that the
company is operating the Harlem Division of the Second
Avenue Street Railway, New York, and has erected in
the old stables at One Hundred and Twenty-seventh and
Second avenue, a complete storage plant, using their own
generators for charging, their own motors for driving
cars and their batteries for operating everything about
the station, including lights, electric cranes, etc.
The campany numbers among its stockholders some of
the heaviest capitalists in the East and West, and is
entirely competent to undertake electrical work of any
maiTnitude. They are now about to push their business
in the west, having lately acquiredthe services of J. Holt
Gates, formerly general sales agent of the Seimens &
Halske Electric Company.
The otHcers of the Waddell-Entz Company are : Per-
cival Knauth, president; Montgomery Waddell, vice-
president and general manager J. A. Machado, secretary;
A. A. Whitman, treasurer; J. B. Entz, technical superin-
tendent. Their general offices are at 203 Broadway,
New York, their western offices 1122 Monadnock block,
Chicago.
THE STEVER RAIL JOINT.
A PERFECT rail joint has been the subject on
which hundreds of pages have been written, and
has never failed to furnish a topic for lively dis-
cussion when interest flagged at any gathering of practi-
cal railway and railroad men. The rail joints offered
from time to time are
legion. A few have
possessed real merit;
the most have proved
worthless. The tend-
ency of late has not
only been toward a
decided increase in
size and weight, but
number of parts, also
until several types
came to resemble
some ugly excresence which one sees on trees in the
forest.
It is positively encouraging therefore to note the sim-
plicity and strength that has been combined to form the
latest in rail joints— the Stever railway rail joint. It cer-
CROSS SECTION STEVER JOI.NT, WITH
GIRDER RAIL.
STEVER JOINT COMPLETE, AS Al'I'LlED To TEE RAIL.
tainly cannot lessen its parts for it has but two, and yet
when in position the joint is stronger than the rail. It will
SECTION STEVER JOINT,
WITH TEE RAIL.
also be seen that the bolts have been so distributed as to
secure the greatest possible strength and distribution of
strain, and that where the shock comes heaviest the bolts
are massed.
It yields greater vertical strength than the angle bar,
and the jaw clamp
being of less length
than the angle bar,
the general deflec-
tion of the rail under
traffic will pass un-
broken through the
joint. In this device
the wheel strain in
passing over the rail
ends is conveyed
directly to the jointties. Its adaptability is general, as it
can be applied to any design of girder or tee rail.
The rail ends at joints are subject under tratlic, not
only to downward and side strains, but also to one of
equal intensity in an upward direction. This latter stram
is fully provided for in the Stever rail joint by properly
supporting the rail ends from beneath by a rigid jaw
clamp, making a practically continuous rail, avoiding all
pounding at rail ends and trouble from loose joints.
The company's otHces are at 407 Chamber of Com-
merce building, Chicago, in care of C. H. Brampton, vice-
president and manager. The joints are manufactured at
Alliance, Ohio, and the officers of the company are: G.
A.Wells, president; C. H. Brampton, vice-president and
manager; Geo. Stever, secretary, and C. W. Major, treas-
urer.
HOW IT HAPPENED.
ACCIDENT reports are perhaps among the most
brilliant beams of sunshine that illumine the
interior of the superintendent's office. The fol-
lowing hails from Cleveland and seems to have disre-
garded the blanks, the report being mainly in the
"remarks." It runs thus: —
"In the tie up Between 9 and 19 o'cl while Laing Between Erie and
Woodlan on Central av a Colored Gentleman deliberately Got up and
rung up several fairs I went Back and .asked him mainily if he did it
he called me a Liar and also Called a Lady a Liar that said he did
Several words Passed Between us he Struck me and knocked me a
Gainst a window .-ind Broke it out after wich was the fait of the Colored
Gentleman Getting Several Black eyes and I hadent any."
Attempts to wreck electric railway trains have
become uncomfortably numerous of late. The last
attempt was made on the Neversink Mountain Railway,
at Reading, Pa. Wholesale murder was evidently the
object as robbery would not have netted enough to
justify the atteinpt. A considerable part of the Never-
sink hne extends along steep embankments, high preci-
pices and over ravines. The obstructions were placed
where had the attempt been successful, fifty .lives would
have been lost. That no accident occurred is little short
of a miracle.
400
(^iJicd.lJ^ailM^S^A/tW'
A SAFETY BRAKE FOR MOUNTAIN ROADS.
OUR readers will no doubt recall with pleasure a
short description and fine engraving of the
Hong Kong cable road, that appeared in the
Street Railway Review for February, 1S93. Two
important items of interest were not furnished at that
time by our correspondent. One of these items is of
interest to the European residents of Hong Kong, and
bears witness to the fact that the projector and promoter
and builder of this line was the well known A. Findla}'
Smith, J. P., F. I. Ins., one of the most progressive and
far seeing traders in the Orient. The other fact is of
interest to every mountain road builder in the world, and
pertains to the one of the most perfect and efficient
brakes for dangerous grades and mountain roads that it
has ever been our pleasure to see.
It will be remembered that the Hong Kong road has
as varied a collection of gradients and curves as may be
found anywhere in the world. The grades vary from i in
The Hong Kong cars are brought to stand without per-
ceptible jar, on a grade of i in 2, in about a car length.
By reference to the engraving two strong pinions may
be seen. These are of phosphor bronze, and secured to
the leading and trailing axle of each truck, and similar
pinions fitted to a long arm hinged at one end to the
frame of the truck and held out of gear when not in use,
by means of a light chain running to the roof of the car,
and attached to a lever at the conductor's hand, and also
attached to the automatic speed governor, either of which
can independently put the safety appliances to gear
instantly. The cavity of the upper pinion contains pawl
and ratchet gear, so that the wheel may run idle when
geared to the one on the axle during ascent.
The energy of both axles is transmitted to the brake
by means of a strong chain or otherwise. The screw
shaft connects to the long arm by means of an endless
stud link chain of sufficient strength.
A light pitch chain wheel on one axle drives the gov-
ernor by which the speed is regulated. The grip jaws.
SAFETY BRAKE FOR MOUNTAIN ROADS.
25 to I in 2, and the curves turn at various points on the
grades from 500-foot radii to 300 feet, making a difficult
passage. The government is most tender of the lives of
its citizens, and the most rigorous tests are made every
six months by a government commission.
In view of the awful accidents that have occurred of
late on mountain railways in this country, it would be
worth the while of managers to investigate the brake
that has been so successfully used by the Hong Kong
railway.
This brake, which is herewith illustrated, is now intro-
duced to the American public for the first time.
The brake consists of two wrought iron grip jaws
under each car, arranged to attach to a center brake rail
and operated by a right and left hand screw shaft, which
is moved by the car axle wheels, the power coming from
the descent of the car.
The brake is applied automatically when the speed
exceeds eight miles an hour, or by the conductor at will.
which are plainly seen in the front view engraving, are
strongly anchored to stay rods secured to the frame
of the truck and are subjected to no wear, except as
tested by accident or design.
The Hong Kong line was opened June i, 1S8S, and
no accident has yet occurred which has not been obviated
by the automatic action of the brake.
In 1889 a sudden land slide at the top of the moun-
tain pushed the rope down the hill to one side, drawing
the car which was at the lower terminus several hun-
dred yards up the line. The rope then gave way, drop-
ping the car full force, but the brakes acting stopped
the car instantly. Such a test is more severe than any
under usual circumstances.
The New York agent of Mr. Smith is George
Davidson, C. E., 32 Pine street, and from here diagrams
will readily be furnished and price quoted.
More attention should be given to the factor of safety
in our mountain roads, which this brake makes possible.
(plvniX J\mWa^ JxeVm/
401
EXPERIMENTS AND EXPERIENCES WITH LIGHTNING.
BY W. R. GARTON.
LIGHTNING, or the statical discharge, is an
unsolved mystery', but its freaks are familiar to
-^J the world, and have demonstrated the existence
of a natural electricity, which seems to have been born
with the sun.
As far back as we can trace, lightning played its part
in Nature's program, but not until the development of
electrical science and electrical
apparatus was the destructive
work of lightning so apparent.
The era of electrical street rail-
railway development brought to
light new and more serious dilli-
culties. The statical influence
found in such machinery a favorite
place to play its pranks.
In the use of the parallel sys-
W. R. GARTON,
Inventor of the Carton Liylit-
, 1-1 • ning Arrester and General Man-
tem, the lightning was not so ageroftheGarton-D^nielsElec
much to be dreaded as it was in '""^ company, Keokuk, lowa.
the use of the ground return.
The danger point is the e.xistence of a great difference of
potential between the poles of the machine. The reason
why ground return street railway circuits are harder to
protect than metallic is this, one side is in direct connec-
tion with the earth, while the other is insulated from it.
After one side of the circuit has become highly-
charged there e.xists a great difference of potential, which
will either pass through the generator or motor, thus
destroying it, or to earth through some other path. On
its passage through the generator armature it does not
choose to follow the course traversed by the current, but
makes a short cut, rightly termed a " side flash," and
leaps through the armature from one coil to another, or
from the armature to the pole piece or core, piercing the
insulation as it goes, and opening a path for the flow of
the dynamic current. Scarcely ever does it make more
than one turn around the armature before it leaves it,
and here is where the trouble results. In opening up a
pathway for the flow of the dynamic current, it short-
circuits the armature, or cuts out a portion of the resist-
ance of the armature, establishing an arc between
the different coils or layers, which soon destroys the
winding.
Usually lightning shows its destructive work in an
armature by leaving a hole or two in the head or
butt, which extends from the outer to the innermost
layer.
It is well understood that the inductive resistance
retards the passage of the lightning through the arma-
ture causing it to pierce the insulation.
I have found many grounded generators, and motors
which have been burned out frequently, notwithstanding
the lightning arresters which were there to protcet them.
Some of these grounded machines I have found by tests
would give a reading to the earth through the base, of
from 200 to 300 volts. Upon examining these machines
I found their foundations surrounded by surface water,
and of times the e.xhaust steam constantly released beneath
the floor. The foundations absorbed the moisture until
they had saturated the wooden base upon which the gen-
erators or motors were standing, so that the screws or
bolts which held the base of the machine to the founda-
tions were so rusty and damp that they could hardly
be removed. The center of some of these foundations
were filled in with brimstone, and this, of course, came
directl)' in contact with the greater surface of the founda-
tion, and had from it became quite moist, and although it
was a splendid insulator, and was put there for that pur-
pose, its insulating properties had been weakened by the
the moisture. In some of these cases, this proved to be
the path of the discharge from the generator or motor to
the earth. As proof of this fact it left a large hole in
the brimstone, and also left it ignited.
Before discovering this trouble, I determined to test the
power of the inductive effect of a coil to retard the flow of
the lightning to the generator. I placed upon the feed-
ers, or supply wires between the generator and the line a
coil with thirty turns in which was a core. In order to
reach the machine the discharge must necessarily pass
through the coil. At the same time there were placed
upon the line at various places air-gap arresters through
which the discharge might pass to earth. I then placed
two discharge points ahead of this coil, and connected
them to a most excellent ground, and awaited results. I
had not long to wait, for the next day a storm came, and,
notwithstanding all these precautions, the lightning passed
all the discharge points and through the coil into the gen-
erator the same as before.
This somewhat puzzled me, and I began a search, the
result of which was the development of the grounded
base as before stated. By thoroughly insulating this base
from the earth, the trouble was entirely obviated.
I have also been in stations where a system of oiling
was in vogue, whereby pipes were run from one main
supply to the various parts of the plant, and in nearly
every instance I have found that these pipes came very
near, or in contact with the machines as well as with
many bearings which were grounded in themselves, or
connected with water-mains through the steam supply.
As trouble from lightning was of usual occurrence, the
lightning arresters were blamed for it, but this was not
fair. It was found that by insulating the machine from
these pipes, less trouble was experienced, and in all these
cases where good lightning arresters were used in suffi-
cient numbers, no trouble whatever ensued.
I have known of the breaking down of the insulation
of machines from static discharges when not a cloud was
to be seen, and sparks could be obtained from exposed
wires when the air-gap was made sufficiently small, but
this is a very unusual occurrence. On a misty drizzly
■405
(^^lacctJ\aiWiiy'lJ\cVic\/
day, when there is little or no lightning apparent, it fre-
quently occurs that a machine burns out.
The claim that a static discharge will not pass through
a coil has been time and again proven to be untrue,
although every one will admit that it will cross quite
an air-space in preference to traversing a coil. Now
to determine whether a discharge will go into a ma-
chine and break down the insulation, regardless of the
inductive effect of the armature, before it will pass around
so many turns of wire, we must know whether the induct-
ive effect of the coil which is only separated from the earth
by a small air-gap and has no current flowing through it,
offers more opposition than the armature where there
is a constant flow of current, and of course a living
induction.
In 1890, after having some very unfortunate experi-
ences from lightning discharges, I was one afternoon
pushed into an experiment which proved most satisfac-
tory. Upon a certain line, which was then under the
process of construction, I connected at the junction of
the two feeders a coil of seventy-five turns No. 14 B. W.
G. magnet wire in the discharge circuit, separated from
earth bj- an air-gap of 1-16 of an inch. Through this coil
all tiie discharges passed that afternoon and evening.
A writer not long since made the assertion that placing
a core inside a coil did not increase the inductive effect.
He claimed that the passage of the discharge was so
quick that the core could have no effect upon it, now if
this were the case there would be no inductive effect
either. The core tends to increase the inductive effect,
were it not so the core of any magnetic field would be of
little or no value. I have found by placing two coils in
multiple, both being of the same size wire, one having a
core and the other having none, that invariably the dis-
charge takes the coreless coil. Another experiment
which I tried, that of putting a core in one of these coils,
and the other having none, and putting an air-gap in the
multiple with each coil, the discharge would cross a larger
air-gap when in multiple with the coil containing the core
than it would with the coreless coil. I have also proven
that a small coil in the discharge circuit is not the cause
as is so generally supposed of its failure to catch the dis-
charge, but trouble quite as frequently results from too
few arresters being placed upon a line to protect it.
Many railway men think that a small number of arres-
ters upon their line and board ought to do the work per-
fectly, but do not stop to reason that there are miles of
exposed wire outside the station where during a thunder
storm discharges are received at various points almost
constantly. There also exists upon the line at such times
nodal points. These nodal points are constantly chang-
ing with the movements of the clouds, and at these points
a discharge scarcely ever takes place. If the few arres-
ters should happen, as they very often do, to be at these
nodal points, no discharge is likely to occur, but the dis-
charge will pass on and if it does not find an outlet
between these points and the generator then it will go
through the generator.
The only way to avoid this trouble is to scatter a large
number of arresters along the line so that some of these
are always at the discharge point. It is often the case
that arresters are blamed for not doing their work, when
really it is the fault of installation. The engineer in
charge may be fully competent to install his arresters in
the proper manner, but too often he is not the man who
does the work, but orders it done. The lineman being
allowed to use his judgment in the matter, and although
the engineer would argue with you on the point of induc-
tion, still his linemen are allowed to put the arresters in
position without ever looking over the instructions, and
generally the instructions are altogether discarded.
In hundreds of instances you will find that the leading
in and going out wires of the arresters have been favored
with a dozen or two curls or convolutions, and have been
allowed to remain without ever having been criticised by
those who should know better. You will find also that
good joints have been made, but never have been sol-
dered. They are taped over and have corroded. If
after a time you were to try to ring through them it
would be found quite if not altogether impossible to do
so. Had the work been properly done, and all these pre-
cautions taken the arrester need never have been
blamed.
Many companies think that with a few arresters upon
the line they are sutliciently protected, and that it is not
at all necessary to have arresters upon their cars. This
is not so. I have noticed that where arresters were used
both upon the line and cars, the car arresters were called
into service more frequently than were those upon the line.
I attribute this to the fact that the car is almost constantly
changing its locality, and thus is more likely to be at the
discharge points, besides being directly connected to the
trolley wire where most of the discharges lake place,
whereas the pole arresters are farther from the trolley
wire, and often happen to be at the nodal point.
When arresters are installed many things are to be
taken into consideration. One of the most important is
locality. I have found that by placing arresters at the
ends of the different trolley wires and near the high points
discharges almost invariably take place.
THE WILLIAMS ENGINE AND CLUTCH
WORKS.
A RECENT removal to a more desirable location is
chronicled in the change of ofiice of the Williams
Engine & Clutch Works from 63 South Canal
street to 162 Lake street, Chicago.
E. P. Rogers still continues in charge of the Williams
interests and his territory knows no particular boundaries.
Mr. Rogers is well known to the most of our readers,
both personally and from the excellent portrait contained
in the April issue of the Review. From his four and a
half years connection with the sales agency of the Wil-
liams Company he has had peculiarly good opportunities
to study the needs of western power users, and as a prac-
tical engineer is able to judge of conditions and power
and transmission contracts.
(^ticct j{aAWjayJ^^^f/lmr
403
THE BATES MACHINE COMPANY EXHIBIT.
THE great power plant in Machinery Hall annex
includes among other "powers" a Corliss engine
made by the Bates Machine Company, of Joliet,
111. This engine is located on the north side of the anne.x
and drives about i,ioo feet of shafting, giving power to
all the e.vhibits on the north side of the mam aisle. The
engine is a 20-inch bore and 4S-inch stroke and has a
16-foot fly wheel of 27-inch face which weighs 18,700
pounds. The cylinders are jacketed with mahogany and
the whole is painted a light yellow w hich, with the banners
FRONT VIEW BATES EXGINK AT WORLD b I-AIK.
at the corners of the space, proclaim the Bates Macliine
Company's exhibit.
This engine has several features to which the company
calls particular attention. The valve motion is stated to
have 60 less parts than other Corliss engines and yet
accomplishes all the results. All wearing parts are plain
wrist pins. It works very smoothly and is practically
noiseless. The valves are released at the wrist plate
BACK VIEW BATES ENGINE AT WORLDS FAIR.
instead of at the valve stems, using one journal instead
of three.
The girder, guides and main bearings are all cast in
one piece and the guides are V-shaped. The cross-head
is of box form, provided with adjustable shoes babbitted
and scraped to fit the guides. Tiie main bearing is pro-
vided with quarter boxes which are adjusted with wedges
and can be removed without raising the shaft from bear-
ing. There is great ease of access to all keys, pins, bolts
and nuts over the entire engine and they can be removed
or adjusted without inconvenience.
The cylinder is provided with four valves. The two
inlet valves are flat jind receive their motion from oscil-
lating valve stem, connection being made at each end of
each valve so that the valve is always open square and
the power applied equally at each end. The claims of
this type of valve are that they are seated from gravity
and steam pressure only, that in case of water in the
cylinder it raises the valve from the seat for relief, thus
precluding accident, and that they will always be perfectly
tight and either valve or seat can be scraped easily to a
true surface without extra parts.
The engine is provided with an automatic stop to
which the attention of the visitor is particular!)- directed,
as it is designed to set automatically so that in case of
accident to the governor while running, the engine will
be brought immediately to a stand still. At closing down
time the visitor may see the engine stopped bj- pulling off
the governor belt and allowing the automatic stop to do
its work of stopping the engine.
These features and others will be cheerfully explained
in detail to the visitor by the accommodating attendant at
the space which is convenient of access and should
not be omitted from the list of exhibits to be studied.
A TROPICAL CAR.
AMONG other things brought from Brazil to illus-
trate the various methods of travel in use under
the equator a very summery street car is perhaps
most noticeable. This vehicle, as may be judged from
our engraving, is built as much open as possible and the
materials used are of the lightest type. It is intended
for one-horse traction, and a handle in the rear provides
the evident means of derailing the affair and turning it
into a road car. The car comes from Rio Janiero and
measures eighteen feet over all, with a width of 5 feet 9
inches. The five seats are each iij^ inches wide with
straight reversible back attachment. This back, together
with the narrow seats, must be a great source of kicking
on the part of the equatorial kicker. The top of the car
is made of doth, and painted.
The wheels are 33 inches in diameter with 2-inch
tread and a flange perhaps less than a quarter of an inch
deep. They were cast in Rio Janiero.
G. H. KiMUALL, who as engineer and manager of the
Cincinnati, Newport & Covington electric line having
completed the installation of the line, returns to Cleveland,
his home, to accept a desirable position.
404
(^ tiectl^^aiWiiy j\cyl^
TRACK CURIOS.
THE southwestern part of the Transportation Annex-
is devoted to the display of track, and roadbed
work of all styles and designs. Some light rail is
shown which would not in these days be thought fit for a
mine tramway, and some German and English steam road
Vbt.U IN EGVPTIAN DEbERT.
A SOUTHERN TVPE.
construction seems heavy enough for Gabriel's chariot.
A choice collection of iron ties is shown. One in partic-
ular has cast iron pillows which can be weighted by
filling with any convenient ballast. This style was used
TRACK CURIOSITIES.
in the Cairo line in Egypt on the shifting sands of the
desert. Another curious tj'pe is nearer home in the shape
of the wooden stringer and strap rail type still seen in the
southern states and sometimes used on street railwa3's.
McGUIRE'S TRUCKS IN THE ANNEX.
ALTHOUGH McGuire's Manufacturing Company
has fine exhibits on so many of the important
roads of the country it was deemed proper to
place in "street car row," L, s., 15-16, Annex, a com-
plete collection of their various tjpes of trucks, as well as
their railroad specialties. The Exposition ofiice of the
McGuire Compan}' is a neatly made and painted box
freight car for electric railways, furnished with McGuire
grain doors and mounted on a McGuire Columbian truck.
This car is inhabited by M. G. Hubbard, Jr., whose well
known features are shown herewith. Mr. Hubbard, with
an eye to luxury and comfort, has furnished the car
with rugs and easy chairs for the benefit of his friends
and customers. He says the only difficulty found with
the comfort of the apartment is a general desire of the
population to take possession of the easy chairs for lunch
parties.
The collection of trucks here shown consists of a 20 S
type for long suburban and elevated cars. The wheel
base is 4 feet 6 inches. Two Columbian trucks are next
represented, showing their latest type. These are 6 feet
6 inches wheel base, 33-inch wheels, 2 J^ -inch head and
}{ flange; fitted for electric equipment. The Columbian
is also seen under the box car. A pair of the latest thing
in McGuire's swivel truck is also shown. These are for
long cars for city service. The piece de resistance of
this collection is, however, the bicycle truck, of which the
company is of good right particularly proud. The
PART OF THE M'gUIRE EXHIUIT.
bicycle is arranged to carry a car 28 inches from the rail.
Two 33-inch driver wheels at the ends of the car carry
all the load on a straight track, while the other two pairs,
which are smaller and run in front or behind the drivers,
according as the car may be turned, divide the load at
the curves. These smaller guide wheels thus effect a
prevention of derailment on curves while leaving the full
weight of the load for traction on a straight track. The
bicycle pattern may also be seen on the Cicero & Proviso
electric line in this city.
A joint exhibit with the Lamokin Car Company is
also shown in the " row " and alluded to last month as
bought by a German car builder for future reference in
European street railway practice.
A McGuire truck also appears in the exhibit of the
General Electric in Electricity Building, as described last
month.
Max E. Schmidt, secretary of the general committee,
announces that informal gatherings will be held in the
rooms of the Associated Engineering Societies, No. 10
Van Buren street, every Monday evening from 8 to 10
p. m. Members and their friends are cordially invited to
be present to meet foreign and visiting engineers. The
Chicago engineers are specially requested to call at the
rooms when in the vicinity-, if only for a minute, in order
to inspect the register on file, so as to ascertain which of
their friends are in the city, and to assist in entertaining
them and foreign engineers.
St. Paul is now connected by a new electric line with
Lake Como which is surrounded by a beautiful park.
(^^iHict J\aiWa^ li^evlcv/'
405
DEDICATING THE FERRIS WHEEL.
THE great and beautiful Ferris Wheel, the construc-
tion of which has already been fully described in
these columns, was formally dedicated in the pres-
ence of 2,000 invited guests, on June 21.
The opening ceremonies were interesting, including a
THE FERRIS WHEEL.
presentation of Mr. Ferris to the audience, followed by
the inaugural trip, in which every car was tilled, and the
entire party were swung out into space. Those who
nearly 300 feet obove the ground, is one of surpassing
beauty and loviness with the White City below, the blue
waters of Lake Michigan beyond, and the great city
stretching away on the west, until lost in the green
praries of the distance.
THE ANSONIA EXHIBIT.
WHEN the visitor arrives at the north end of
the Electricity Building he begins to appre"
ciate the various little arrangements made
for his comfort by the various supplj' houses, and is more
than thankful to give his tired legs a rest from stair-
climbing by ascending into the entresol via, the free ele-
vator supplied by the Ansonia Electric Company.
Arriving thus in the north gallery, he finds a pavilion
extending the breadth of the entresol, devoted to Ansonia
and its products. As the pavilion is nearly always sur-
rounded by a crowd of visitors, it is needless to say that
popular interest is with Ansonia.
The style of the pavilion is Moorish, ornate without
vulgarity, and attractive yet dignified.
Here at the east end is shown an electrical kitchen,
with ovens, stew pans, flapjack griddles, electric curling
tongs, and everything imaginable to make the weary
housewife wish for a similar equipment in her home.
The Ansonia will probably be to blame for several
divorce suits, because if hubby doesn't buy an electric
kitchen somebody will surely "go back to mamma."
Besides this there is an eminently practical and com-
ILECTRIC COOKING EXHIUIT OK ANSONIA COMPANY.
have tried both, say there is all the excitement of a bal-
loon ascension without any feeling of uneasiness as to the
absolute safety of the ride. The view from the top.
plete display of electrical railway goods, trolley bridge
hangers, brackets, pull overs, switches, anchor plates and
measuring apparatus; Wirt indicators, voltmeters,
406
(^{jihi'if^^Ax^u^^^/l^
ammeters, dynamo brushes, and everything in this line
sold by Ansonia. Habirshavv wires and cables, insulators
and insulating materials are exhibited galore.
The central part of the pavilion is devoted to show
FIRST I'-tNAM" nuil.r IN' AMERICA — ANSONIA KTHIUIT.
boards, upon which are displayed the hotel annunciators
Ajax and Diamond carbon batteries, Ruhmkorff coils,
small batteries and Geissler tubes. The Shield brand,
VIEW OF ANSOXIA BOOTH FROM AISLE.
wire is also here shown. Near the center entrance at
the west side are placed the pioneer light machines made
by William Wallace.
At the west end also are a number of Stanley trans-
formers, of from 500 to 5000 watts, and the Lang single,
double and triple pole switch.
The exhibit is a fine one, and worthy the Ansonia.
Down town, at the corner of Michigan avenue and Ran-
dolph streets, the Ansonia Club takes excellent care of
visitors, with every convenience and amusement. Hon.
George B. Shaw has charge of the Ansonia World's Fair
bureau, and George G. Carter is in immediate attendance
at the exhibit.
FALLS RIVET AND MACHINE EXHIBIT.
AT Section 15, 28 to 29 F, in the beautiful edifice of
Machinery Hall, stands the display exhibit of the
Falls Rivet & Machine Company, of Cuyahoga
Falls, Ohio. Here, in a compact space, surrounded by a
fine brass railing and presided over by Charles Babcock,
of the company, is a representative exhibit of the power
FALLS RIVKT EXHIBIT IN MACHINERY HALL.
transmission machinery of this concern. The Falls
Rivet & Machine Company has paid such close attention
to the wants of central station power users that their pro-
duct has acquired a land-wide reputation and a more
detailed description is eminently fitting.
The Machinery Hall display consists primarily of a line
of shafting supported by bearings of the ring-oiling type,
so constructed that one application of the lubricant is
sufficient for several month's work without further atten-
tion. These are mounted on cast iron floor stands, also
made by the company, which are provided with the
necessary facilities for adjustment vertically and laterally.
The shafting supports pulleys, friction clutch couplings
and friction clutch pulleys. These latter are covered
with a steel rim, making a pulley 40 per cent lighter
than cast iron, with claims of equal strength.
This type is the particular pride of the Falls Rivet &
Machine Company. There are on the shaft two friction
^tuctll^ikayli^yleu^
407
clutches, easily and very quickly engaged and disengaged
by means of a shifting device provided for that purpose.
The entire display is so arranged that it can be put in
motion or not at the option of the operator. The receiv-
ing pulley is keyed to a hollow shaft which is supported
by ring oiling bearings of a similar type as those above
noted. Any part of the exhibit may be driven it one
time by means of the arrangement of the quill in connec-
tion wifh a friction clutch coupl-
^^^ ing, one part of which is keyed
t^/^^ to the quill and the other part to
L jk ^^^ shaft. The noiseless opera-
• W* v< tion and ease of adjustment of the
exhibit is particularly noticeable.
Over the center of the Ft.
Wayne exhibit in Electricity Build-
ing extends a line of Falls Rivet
& Machine shafting 35 feet long,
supported on floor stands sub-
stantially in the same manner as
that in Machinery Hall, with facilities for vertical and
lateral adjustment.
The shafting is of forged iron turned, ground and lead
lapped for bearings. The bearings are well babbited
with genuine babbit, as are those in Machinery Hall, ham-
mered solid to the shell, bored and scraped by hand so as
to fit accurately, and furnished with the ring oiling bear-
ings. On this shaft is a 30-inch cut-off coupling of 4-inch
face and seven friction clutch pulleys, two of 64 inches
diameter and 13-inch face, one 60 inches diameter and
4^
CHARLkS BABCOCK.
is beautifully smooth and efficient, and the Falls Rivet peo-
ple may well be proud of the superscription which
declares "All power and transmission machinery diiving
the exhibit was manufactured by the Falls Rivet &
Machine Company, Cuyahoga Falls, Ohio."
So largely has business increased in this department
of their manufacture that a New York office has been
established at 39 Courtlandt street, and a Chicago office at
8 and 10 South Canal street.
Charles Babcock has charge of the World's Fair
exhibit and will "be pleased to see all his power and trans-
mission friends at his office in the Machinery Hall exhibit.
He is a pleasant gentleman, and is a walking encyclopedia
on all that pertains to power transmission machinery.
SCHICHAU'S ENGINES.
A TRIPLE expansion condensing vertical engine,
measuring 2 2 3^ by 3^/2 by SVA^Y ^I'A' with
three cranks, built by F. Schichau, of Ebling,
Prussia, is a feature of the German exhibit in Machinery
Hall. The engine is rated at 1,000-horse- power and
runs at 100 revolutions. Steam is to be used at a pres-
sure of 180 pounds per square inch. The engine can be
speeded up to iSo revolutions, and at which the power
runs to 2,500-horse-power. The engine is intended for
marine service, but is connected direct to a Siemens-
Halske dynamo. Mechanically and esthetically the
engine is a beautiful piece of work, and in spite of its
great power weighs only 143,000 pounds.
^ALI.^l KIVKI
AND MACHINE COMrANY EXHIBIT IN ELtl-lKHIIY I;riLI.lN(..
1 2-inch face, one 60 inches in diameter and lO-inch face,
one .S3 by 10, one 40 by 10 and one 40 by 8. The pul-
leys are of the steel rim and riveted type and the line of
shafting makes 365 revolutions per minute. Under the
speed, and on the bare floor, the action of the transmission
One of the oldest street railway employes in the United
States has just died. His name was W. H. Lehman and
for thirty-five years he collected fares on the German-
town branch of the People's Passenger Railway of
Philadelphia. His age was 73.
408
^iJicctl^yailM^j^ylevv^
COSMOPOLITES ON THE INTRAMURAL.
ON the invitation of General Manager Baker, the
nations of the earth took a ride by representa-
tion, on the Intramural railway at Jackson Park.
The invitation was in courtesy of the friendliness shown
To the left of the train, in the motor car, was seated
the members of the band from the Albuquerque Indian
School. They brought with them eight Samoans and
five Laplanders. Then Manager Levy, of the Plais-
ance, came accompanied by 120 inhabitants of the Turk-
ish village, of which number twelve were women. In
*"L-
."ll.i-v
m
i'^iiiiilHi-iillrffft
TH^- ^{\v~- 'mmmmmvm
'THE WHOLE OF THE MIDWAY PLAISANCE WAS THERE."'
the road, by the managers of the various attractions, to the
Intramural authorities, and to say that a hearty response
was given we refer the reader to the engraving.
this party were also gorgeously arrayed Assyrians,
Bedouins and Ziebecks. The tiger lily over on the
wooded island felt really ashamed of its tame red and
" IME PALACE OF MECHANIC ART."
The whole of the Midway Plaisance was there in force,
Jew and Greek, Armenian, Turk, Sythian, Roman, bond
and free. Such a collection, anthropologically considered,
has never before been seen in one train.
yellow beside the rainbow garments of this host. The
musical instruments of the various nationalities eructed
patriotic airs, and when no other noise was forthcoming
the Esquimau.x contingent rent the air with cheers. There
(^>\jwetJ\aiyjayu
40!)
were thirty-five cheers all in a different key, and an old
German down below sighed, "Oh, vasen't dot Wagtter
music peautiful, alretty."
The Irish village, the Algerians and twenty-five tiny
Javanese, chaperoned by their various managers, finished
the list.
Going south the train was loudly cheered at each
station, and when the north loop was reached and the five
cars stood on the curve near the Fisheries Building, a
snap shot from a photographic camera finished the day
and the trip.
The Intramural is now doing a big business both day
and evening, and Mr. Baker's good management has
raised the average traffic to 40,000 per diem. The road
affords a beautiful view of the grounds, and after night,
the effect is positively entrancing as the fire fly gleams of
the electric lights outline the grand dome and pediment
of the Administration and the beautiful proportions of the
court of honor. The big generator at the power house
has now been put in commission giving ample power,
and twelve trains are in service on four minute headway
MACHINERY HALL.
TME palace of mechanic art stands to the southwest
of the Electricity Building and directly south of the
beautiful Administration Building. Our engraving
on the opposite page shows a view looking at the build-
ing from the northeast.
I HE NORTH EN'IRANCK TO MACIIINEriV HALL.
The building is 850 feet long east and west, by 500 deep
north and south, and, with the big boiler room described
in a late issue of the Rhview, cost $1,200,000.
The building is spanned by three arched trusses, and
the interior reminds the visitor of three immense railroad
train sheds side by side, surrounded on all sides by 50-
foot gallery.
These large naves are the avenues of the big electric
cranes previously described, and which were the Titans
who helped place the huge masses of machinery in
position.
The building is admirably suited to the displays made,
and no visitor to the Exposition can afford to miss this power
congress. The street railway power user beyond all
others should have the time to spend at least two days in
this magnificent building, and among these tremendous
displays.
PECKHAM MOTOR TRUCK & WHEEL
COMPANY.
ON the south side of street car row and the last
but one towards the west end thereof stands
the fine exhibit of the Peckham Motor Truck
& Wheel Company, under the joint charge of Sales Agent
THE PECKHAM EXHIBIT.
Bemis and Geo. Dalton, of the factory. Both of these
gentlemen have been in constant attendance at their
exhibit and have creditably shown the advantages of Peck-
ham's trucks to the multitudes.
The Peckham office at the exhibit is comfortably fur-
nished with chairs and desk and a table upon which is
found a file of the principal daily papers of the great cen-
ters, so that visitors from St. Louis, San Francisco, New
York or New Orleans will feel immediately at home.
The exhibit proper consists of two trucks, one known
as the No. 6, C, being designed expressly for long open
or closed cars. This truck can carry 32 or 34- foot cars
on a 6-foot 6-inch wheel base without oscillation. This
style of truck is provided with an extra extension brace
and frame to support the car body which, being part of
the truck, makes no e.xtra work mounting or removing
car bodies. The truck shown plainly in the left fore-
ground of the engraving is the Peckham Standard No. 6 A
truck, and is designed more particularly for closed cars
41(»
(^{xhtj^^Aj^jajfU^ieMT
up to 20 feet in length. The spring-base length of this
style is 14 feet. It has spiral springs on the underside of
the frame and belongs also to the Peckham non-oscillat-
ing type.
"The Peckham truck," said Mr. Bemis, to a Review
man, "has nothing but the best A. I. W. iron in its com-
position. The yokes and bo.xes are malleable castings
and machine fetters, and tests and hot rivet construction
leave nothing to break or get loose."
In the office enclosure also are seen the flexible gear
and boxes used by the Peckham Company, showing also
the ball bearing spiral spring cushion gear. This spiral
spring, as the visitor will notice, fits in a pocket and finds
its seat in a ball and socket joint on top of the journal box.
This joint is intended to give a free movement to the gear
and to save the side from strain, while the spiral spring
whose space in Machinery Hall may be seen a complete
quill equipment. As the quill arrangement is becoming
an important point in electrical countershafting, and as
manufacturers of this class of equipment are making
special efforts to produce something to meet all require-
ments, the visiting electric street railway and light man
should not fail to investigate the various claims.
In the Dodge space, a detail of which is shown in our
engraving, the quill arrangement involves the chain oil-
ing journal bearings, Dodge split friction clutches with
geared shafting mechanism, iron center, wood rim pulley,
and adjustable floor stands, together with the minor
details of a complete outfit. The simplicity and compact-
ness of the plant appeal to every artistic and mechanical
taste. The claims of the wood rim pulley for giving the
best possible traction surface for belting, make it particu-
DODGE QUILL ARRANGEMENT — EXHIBIT AT WORLD'S FAIR.
of the gear cushion, the side frame, and tends to relieve it
and the motor from jars and shocks.
Street railway men and their friends will be heartily
welcomed by the World's Fair contingent of the Peck-
ham Company and we can assure them that they cannot
fall into better hands.
THE DODGE MANUFACTURING COMPANY
AT THE WORLD S FAIR.
IN the matter of power transmission. Machinery Hall
furnishes some fine examples of the latest designs in
clutch work, which the visiting power user, and
especially the electrical power user, cannot afford to
overlook.
Prominent among the practical di.splays is that of the
Dodge Manufacturing Company, of Mishawaka, Ind., in
larly adaptable for high speed, and the construction aims
to obviate the danger of disintegration from centrifugal
strain.
The Rice Machinery Company, 166-174 South Clinton
street, Chicago, are agents for the Dodge Manufacturing
Company's line of equipment, and are contractors for
complete power transmission plants for all kinds of ser-
vice, having furnished and erected the entire line shafting
outfit for Machinery Hall and Annex and Mines and
Mining Building, besides many smaller lines in different
parts of the Exposition. The line shafting driven by the
Bass engine in Machinery Hall Annex was manufactured
by the Dodge Manufacturing Company, and drives the
Thomson-Houston E.xcelsior dynamo plant.
The Pleasant Valley Traction has made a proposition
to run a mail car between Allegheny and Bellevue.
<^tMeXj{aJh^u\^^
411
STREET RAILWAY EXHIBITORS IN
ELECTRICITY BUILDING.
FOR the purpose of installation exhibits in Depart-
ment J, for so Electricity is catalogued, the build-
ingis marked into sections and lettered "A" to "Z."
On the main floor the sections run from "A" to "Q" and
in the gallery from "R" to "Z." These sections are
again subdivided by number, which is plainly shown on
our diagram.
The Street Railway Review, by the courtesy of
the department, is able to give the last and correct table
of street railway exhibitors in the building as far as quali-
fied up to date.
Acme Filter Company, St. Louis, filters, A, 7.
American Engine Cotnpanv, engines, Bound Broolc, N. J., H, 2.
Ansonia Electric Company, Chicago, Z, i.
Bates Manufacturing Company, Cliicago, Y, 43.
Eureka Tempered Wire Company, North East, Pa., U, 14,
falls Rivet & Machine Company, New Yojk, M, 2.
General Electric Company, B, 4 ; C, i ; H, 2 ; J, i ; M, 4 ; N, i ; O, 3,
Genett Air Brake Company, H, 2.
Granton & Knight Manufacturing Company, Worcester, Mass , belt,
A, 4-5-
The E. S. Greely & Company, New York, F, S.
Griffin Wheel & Foundry Company, H, 2.
Hope Electric Appliance Company, Providence, R. I., transformer
cut out, S, 15-16-17.
Illinois Alloy Company, Chicago, S, 21.
Jackson & Sharp Company, H,2.
Jenney Electric Motor Company, L, 2.
Jewell Belting, Hartford, Conn., F, 6.
H. W. Johns Manufacturing Company, New York, U, 21.
McGuire Manufacturing Company, H, 2, L, 7.
Mcintosh, Seymour & Company, Auburn, N. Y., C, I.
Munson Belting Company, D, 4.
National Carbon Company, Cleveland, O , T, 13.
New Haven Fare Register Company, H, i.
New York Air Brake Company, New York, II, 2.
Okonite Company, New York, U, 8
Page Belting Company, Chicago, D, 5.
~|iE —
I 'T D r
A
■5
'
6
7
)
^K, ' ^
PLAN OF ELECTR(CITY BUILDING — MAIN FLOOR.
Baxter Motor, Department G.
Belknap Motor Company, Portland, Me , E, 2.
Bemis Car Box Company, H, 2.
Billings & Spencer Company, Hartford, Conn., commutator bars
R, 2 a.
Bi-metallic Wire Company, exliibit track.
W. R. Brixey. New York, T, 2.
Brownell Car Company, H, i.
C. & C. Motor Company, New York, A, 7.
Campbell Electric Supply Company, Boston, A, 7.
Carpenter Enamel Rheostat, R, 6,
Central Electric Company Railway Motor, U, 8.
Chicago Belting Company, P', 5,
Chicago Electric Wire Company, Wilmington, DeI.,T, 15.
Cleveland Electric Manufacturing Company, Cleveland, A, 6 d.
Crocker-Wheeler Electric Company, New York, L, 1.
Curtis Electric Manufacturing Company, Jersey City, N. J.,
motors, F, 7.
George Cutter, Chicago, T, 3.
Dorner & Dutton, L, 7.
Eddy Electric. Manufacturing Company, Windsor, Conn., B, 3.
Elwell-Parker Electric Construction Company, Chicago, E, 3.
Pelton Water Wheel Company, San Francisco, B, 1-2.
Wm. Powell Company, Cincinnati, U, 18.
John Ranscher, St. Paul, will have an electric locomotive in the Am
Inst. Elec- Eng. room.
Robinson Electric Truck & Supply Company, H, 2.
Schieren & Co., Chicago, D, 3.
Sheffield Velocipede Company, II, i.
Short, L, 6.
Sperry, L, 7.
Standard Electric Company, P, 2.
Standard Paint Company, T, 13,
Stephenson, Jolin, Company, Ltd., H, 1-2
Standard Underground Cable Company, L, 5.
Siemens & Halske, Berlin, Germany.
Street Railway Journal, Y, 2S.
Taylor Electric Truck Company, H, 2.
Taylor, Goodhue & Ames, A, 7.
Walwortli Manufacturing Company, Boston, H, 2.
Wharton, Wm. Jr., & Company, H, 2.
Western Electric Company, Chicago, A, 3-4.
Westinghouse Electric & Manufacturing Company, Pittsburg, has
B, i;ll, i;J, 2.
412
(^ticd.j^^mlM^li^ylcW'
A GRIP LOAN COLLECTION.
THE artistic gate and fence of the California Wire
Works Company attracts the attention of the
Exposition public as much as the Ilallidie histori-
cal display catches the eye of the cable man who wanders
up and down street car row. Wire cable of all kinds and
for all purposes is piled up on the California space
beside the sates which faces south and which is a
remarkably clever piece of manufacturing skill as well as
A GROUP OF GRIPS.
of decorative design. Just east of the cable display is the
original cable train which is described elsewhere. The
grip car and motor are accompanied by photographs of
historical interest relative to the progress of cable roads,
including a diagram of the original grip mechanism here
illustrated. This grip had two screws, one to close the
lateral disc-like jaws and one to accommodate the grip
SCREW GRIP.
VERY OLD STYLE.
ORIGINAL
H \LLIDIE GRIP.
MT. ADAMS & EDEN
PARK GRIP.
to the height of the rope. The other old form shown is
a ratchet device operated to accommodate the uncertain
height or rather depth of the first cable.
The wire display is complete in regard to cable railway
rope, showing photographs of the original rope and of the
improved form and especially the Hallidie rope with tri-
angular outer ply of wire.
Along the north side of the grip car and trailer is a rack
containing a full showing of the various grips, loaned by
cable railways in the United States.
LANE GRIP.
Beginning at the west end of the rack the interested
observer will see a big side action gripper from the road
at Hoboken, N. J. It weighs 945 pounds and is the
heaviest type ever made. The grip is operated from the
end by combined toggle joint and cam. It is not self-
acting as regards the
rope.
To the side of this
heavy weight and on
the south of the rack is
a specimen of the type
used on the Suiter street
line in San Francisco.
This grip is unlike the
one previously described and is automatic in action. To
the front, on the north side of the rack, is a Lane grip
from Denver. The Lane grip is a graceful looking affair.
Next to the east of the Hoboken grip is one from the
Ferries & Cliff House Road, San Francisco. This has a
center opening. Following up the line a Pacific Rail-
way Company grip from Los Angeles is seen. This one
also has a center opening. Next we see a Kansas City
Cable grip, opening at the side.
California Street, San Francisco, next contributes a
single side opening grip
of a very neat design.
The one following is
nearer home, coming
from the North Chicago
Company, and having
lateral jaws. The
Olive street line at St.
Louis is the next repre-
sented with double
sides. A Denver City
grip with perpendicular
jaws comes next, fol-
lowed in succession by
a West Chicago, a
Wood & Fowler from
Cincinnati and a Mis-
souri Railway Com-
panj' grip from St.
Louis, which opens at the center. Another North
Chicago double side grip, one from the Citizens Rail-
way, St. Louis, and a Mount Adams & Eden Park grip
from Cincinnati show no marked difference in construc-
tion or operation. Another Wood & Fowler grip is next
and attracts additional attention from the fact that it is of
the screw pattern, which was the earliest design in grips.
Its weight is about 150 pounds. At the end of this row
standing apart against a convenient post is an early grip
of the Hallidie type. It is the second variety made by
Mr. Hallidie and is furnished with a ratchet and wheel
for lowering or raising the jaws to accommodate the
height of the rope. As it was impossible to cross
another line with this contrivance it was abandoned as
soon as cables became numerous enough and crossings
were made necessary.
WOOD ."i: FOWLER, Lo:> ANGELES.
(^med/J\aiKv^9^eVlcv/
413
A picture, done in water color, of tlie original Clay
street grip, is fastened to the trailer of the original cable
train described last month in the Review and also shown
in the actual on the grip car of the train.
The patrons of cable railways who have often
wondered what "makes
it ffo" are also interested
in this fine loan collec-
tion, which completes
this very complete ex-
hibit— which is an illus-
trated historj' of cable
railway practice.
It is said that those in
charge of the various
electrical exhibits at the
World's Fair are in dan-
ger of going into a de-
cline, or finishing a life
of usefulness with a fatal
attack of paresis. This
terrible state of affairs is
due to the gentlemanly
instinct of these guar-
dians of progress in
answering all the feeble
minded questions ad-
dressed them by the
wandering and wonder-
ing public, whose interrogatory remarks, show not only
vigorous desire to learn, but an aching void in the region
of the cranium where technical knowledge ought to be
stored.
CALIFORNIA CABLE RAILWAY COM-
PANY GRIP, SAN FRANCISCO.
EXHIBIT OF THE WESTERN BANK NOTE
COMPANY.
ONE of the most interesting sections on the World's
Fair grounds is that known as the gallery of the
Manufacturers, where education and commercial
art are rampant. Here Scribner's publishing house, and
the French and German book binders, and photograph-
ers whose works are as beautiful as they are true to
nature, are shown, together with the various triumphs of
engraving for commercial purposes. Space 107-108 E,
M, is a wall display devoted to the Western Bank Note
Companj'. The displa}' consists of six frames, holding
everyday specimens of the lithography and engraving
made by the Western Bank Note artists. Every depart-
ment is represented, showing not only commercial work
but portraiture and landscape as well. The frames are
tastefully draped. The main frames show stock and
bond details from several prominent concerns, and street
railway men will note with pleasure the elegantly artistic
and yet thoroughly useful bond and stock forms of the
Helena Electric Railway Company, the Austin, Texas,
Rapid Transit Company, the Cass Avenue & Fair
Grounds Street Railway Company, of St. Louis, and the
Citizens' road, of Indianapolis. Besides these, railroad
tickets, and coupons, checks, drafts, notes, and all forms
of commercial paper are shown.
INTERNATIONAL FARE REGISTER
EXHIBIT.
THE International Register Company occupies a
space 115^x6 feet, at L, N, 11, Transportation
Building. The exhibit consists of twenty-four
portable and four stationary registers, arranged on a
specially? fine revolving stand of solid mahogany. Out-
side of the stand is placed a show case 8 by 4 feet. The
International Register Company exhibit for the first time
their new stationary register, which has been perfected
and will be put on the market in a few days. Among
the features of this machine are the pure aluminium satin
finished dials. These present a fine appearance, and have
the advantage that they retain their color and finish, and
will not tarnish or grow dull. Portable registers are
shown in three different styles, one of which is a special
form made for the West Chicago Street Railroad. The
exhibit is attracting no little attention, inquiries havfng
been received from several foreign tramway representa-
tives.
The exhibit stands in a convenient place, and all eyes,
even of the lay brethren, are attracted to it. The invit-
ing seat and commodious desk are frequently put to their
respective good uses by the visiting street railway men.
Samuel Russell, Jr., engineer of the Duplex Street
Railway Track Company, New York, is in charge of
their exhibit, both in Transportation Building and an out-
side exhibit track, where a splendid piece of track work
may be seen, examined and ridden upon.
414
^ti£ctLF^iWci)^9^yle\'/
THE SCHUTTLER MANUFACTURING
COMPANY.
TWO drills in more or less constant operation attract
the numerous railway visitors in the Transporta-
tion Building to Section 0,s 3 and 4, where J.
Watson has charge of the nice exhibit of the Schuttler
Manufacturing Company, of 1007 Monadnock block.
There are two drills shown, one for shop work and the
other for track work, both at present working on a heavy
rail to show their applicability to various positions and
uses.
Besides the two drills a fine line of various sizes of
Perfection valve oilers is shown, together with oiler
torches for various industrial purposes.
The display is necessarily not a large one, but it makes
up in interest what it lacks in size.
THE NEW HAVEN FARE REGISTER.
IN an elegant little space in Section P, block 4, No.
37, Manufactures Building, the New Haven Fare
Register has a comprehensive and attractive show-
ing of its latest form of registers. The space is next to
the outside aisle on the east side of the big building, and
in the north half of the building. The surroundings of
NEW MA\*KX FARE RKGISTER KXHIHir.
the exhibit are elegant, and the brass railing seems to
sparkle with the proud consciousness of enclosing so
pretty a space.
Next to an elegant reclining chair, and set diagonally
across the space, is an arched stand or gateway, upon
which are set the fare registers for display. On the east
side or front three registers are shown, two in bronze and
one in nickle. Cords are attached to show the action,
and several street railway men who passed while the
Street Railway Review man stood there compli-
mented n terms of highest praise the appearance of the
registers and their prompt and reliable action. On the
opposite side a space with more registers is shown, to
illustrate the method of attaching the register to the car.
Their exhibit in the Brownell car of the Westinghouse
exhibit is also attracting much attention from street rail-
way men who see it there.
KODAKED WITH A PENCIL.
MR. MALONEY was visiting what he was
pleased to call the Midway Playsince, with a
strong accent on the since. Miss Maloney
was with him, and the bright badge which proclaimed
their Texan home flaunted in the breeze.
They had seen the wonders of Hagenbeck's trained
animals and had indulged in a recklessly Dutch cup of
Arabic coffee and a sweitzer-kase sandwich at the Turk-
ish cafe.
Still Mr. Maloney and Miss Maloney were not happy.
The wonders of the " Haythen Chinese bazar," as Mr.
Maloney styled the booth of the harmless Japanese, only
gave Miss Maloney the heart ache and Mr. Maloney
povert}'.
In fact they were tired.
They had walked miles and miles, as Miss Maloney
informed the Reviewer, and the young lady flatly told
her paternal ancestor in the following words that pedes-
trianism had ceased to be either expeditious or agree-
able : —
" Say, paw, do you take me for a burro? I tell you
right now I'm just goin' to flop down here and stop, or
else you can call one of them things (pointing to a sedan)
and get me carried."
Miss Maloney generally has her way.
She did this time.
" One of them things " was duly beckoned to and
Miss Maloney installed herself among the interior decor-
ations of the sedan. The forward Turk gave a mighty
groan, the rear beast of burden looked mild surprise and
the sedan creaked slightly. Miss Malone}' was not a
light weight.
Away went the caravan with that peculiar single foot
pace acquired by the sedan men. " Paw " Maloney
brought up the rear. He had a pained expression that
was ludicrous beside the triumphant and self-satisfied
smile that Miss Maloney dispensed to the admiring crowd
of small boys on both side of her chariot of state.
All good things have an end and so did Miss
Maloney's ride, and so must this story.
" Paw " Maloney arrived in time to settle with the head
follower of Mohamet; but more trouble awaited him.
The rear worshipper of the prophet was slighted but
still in the ring. With a graceful bow he addressed
" Paw " Maloney, "Bacsheesh, bacsheesh."
"Phat the divil does the blaggard want," quoth "paw."
'•Bacsheesh, bacsheesh," reiterated the Turk.
"Is it callin' me names, he is?" said Mr. Maloney
ruffling like a turkey cock, and turning on the son of
Asia he howled: —
"To the divil wid yer back sheesh. If yez thinks yez
(p\nMd,V^^A\^^J^m/^
41.-)
can call me names in yer dom'd Frinch lingo yer off — "
and Mr. and Miss Maloney found tiiemselves standing
victors of the field. The sedan bearers had fled. '
The good old lady from Michigan stopped short in
her mad career around the wind}' corner of the Elec-
tricity Building. The Columbian guard from Iowa and
the gospel chariot evangel from Cross Roads University
stood still, with a puzzled expression upon their honest
and unsophisticated faces.
The crowd gathered.
" Terribul, ain't it," said the old lady.
"Wonder they wouldn't call a pat roll wagging," said
the guard, anxious to display his knowledge of affairs.
"Evidently a case of acute alcoholism," said the chariot
pusher adjusting his blue spectacles.
A chance openmgin the crowd showed the Reviewer
a short, heavy set man lying flat on the ground. Beside him
knelt a comrade; upon the face of the stricken man was
a look of agony as the white dust curled over him and
got into his nose and mouth. A tremor of the body, a
spasmodic twist of the pedal extremities and the mj'stery
was solved. The man arose. His right hand grasped
a wire, and the awe-stricken spectators beheld a small
manhole out of which a bundle of wires stretched their
snaky ends.
Not a word was said. The crowd "sneaked."
The inquisitive little boy is in interest next to the inqui-
sitive little girl. One of the latter, while strolling down
the Plaisance the other day, remarked on seeing a Turk
in all his glory :
" Say, ma!"
" Yes, my child."
" Say, is that the father of little Red Riding Hood?"
GRIFFIN WHEELS AT THE EXPOSITION.
THE car wheel exhibit in the annex of the Trans-
portation Building, at the Exposition, is one of the
most interesting lines of study that can be pursued
by the practical railway man.
Prominent among these carriers of progress are those
shown b}- the Griffin Wheel & Foundry Company, at
section I, between posts 3 and 4, in the building men-
tioned.
It is not the design of the Griffin Company to show a
general line of car wheels, but the exhibit is confined to
those wheels which are in actual use on the Exposition
grounds, and on all local transportation lines leading
thereto.
Particularly noticeable among the wheels shown is a
special pattern of 36-inch heavy spoke wheel, designed
for and used exclusively on both the motor and trail cars
of the Intramural Railway in the Fair grounds. An 18-
inch spoke wheel, used exclusively by the movable side-
walk on the Casino Pier, is also shown, together with a
30-inch spoke wheel, used on the cable and electric lines
of the Chicago City Railway. A 33-inch spoke wheel,
used exclusively on the South Chicago (Electric) Street
Railway, is also exhibited.
The steam car wheel exhibit is extensive and typical,
representing the 33-inch plate wheel of the B. & O. and
Northern Pacific suburban lines, and a 36-inch plate
wheel used by the Illinois Central suburban.
Under the Harvey Steel Car Company car exhibit in
the Transportation Building are shown the Griffin plate
wheels, and also under the refrigerator car built bj' the
United States Car Company and the Anglo-American
Packing Company; stock car of Street's Stable Car Line;
locomotive built b}- Cooke Locomotive Works, Paterson,
N. J.; and the spoke wheels under a street car built by
Lamokin Car Company, Lamokin, Pa. ; Sheffield electric
motor truck built at Three Rivers, Mich., and various
other cars, trunks, transfer tables and cranes.
A GRIFFIN EXHIBIT WHEEL.
In the Electricity Building, they have a joint exhibit
with the General Electric Company of wheels used on
the Intramural Railway, under a truck built by Jackson
& Sharp Car Company, Wilmington, Del., and a set of
standard 30-inch electric motor wheels, under a McGuire
Manufacturing Company truck, and, with the Westing-
house exhibit, their 33-inch standard motor wheels are
shown in a Sheffield truck.
The illustration shows the chilled iron passenger
wheel used on the Intramural, and which weighs 750
pounds. The wheel is of dense metal and thus capable
of a high polish, and the curved spokes are given as
original with the Griffin Company.
Camels, Egyptian donkeys and a mommoth balloon,
capable of carrying 26 persons, are among the recent
additions to the transportation novelties in the Midway.
4 IP.
(^tiect J\aiU<av j^Vlc\/
A TESLA EXHIBIT.
ONE of the most interesting exhibits in the Elec-
trical Building, and certainly one which will
attrpct the undivided attention of many of the
visiting electricians is the display catalogued as M, F, 2,
Department J.
Here the Westinghouse Company has an extensive
showing of the work of the brilliant electrician, Nikola
Tesla, in the realms of multiphase power transmission.
The exhibit is not only illustrative of the experiments of
Mr. Tesla, but are of commercial size and operative, as
hinted in last month's Street Railway Review.
Under the engineering skill of W. S. Rugg there is
shown, in the above mentioned space, a complete trans-
mission plant, from the water wheel to the motor or
lights. This is shown mainly to mark what can be done,
but the company after much thought and experiment has
decided that the two-phase current is in many respects
superior to the three-phase for power transmission.
Hence the former is used throughout the exhibit plants.
Ingersoll air compressor. This has a specially designed
single reduction motor mounted directly upon its bed,
whence comes the power to give a working efficiency to
the atmosphere. Here too is a Dorner & Button truck,
which may be honorably mentioned in connection with a
Westinghouse number 3 motor moved from this circuit.
Besides these machines electrically connected to the 500-
horse-power transformer there are two others belted to
it. These are a 30-light alternating current arc machine
and a Worthington power pump. The pump takes water
from a tank and propels therewith a Pelton water wheel,
which in its turn is directly connected to the 500-horse-
power alternating current generator in the generating
station, thus giving back power to the generator. The
whole adjustment of the system is a high credit to the
efficienc}' of the methods and the skill of the engineers
in charge of the various departments whence eminated
the machines. Besides this there are in the receiving
station a 60-horse-power two-phase motor directly con-
nected to a 900-light alternating current incandescent
machine of the Westinghouse standard type. A 60-
RE\OLVlX(_: IKANSFORMER OR SVXCUROXOUS TYPE MOTOR.
To begin at the beginning; a 300-kilo\vatt Tesla motor
was built to furnish power for the plant. This machine
is of the rotating field type and is claimed to be largest
motor of the kind ever built in this country, and as such
will attract much attention as showing the stage of
American possibilities in this line, to say nothing of
probabilities.
This motor is belted to a 500-horse-power two-phase
generator. This machine is of the same general design
as the Westinghouse railway generator. An alternating
current is taken from this machine, which is passed
through a bank of step-up converters and sent out at a
high tension across to the receiving station. Here it is
used in a variety of ways.
The principal machine in the receiving station is a
500-horse-power revolving transformer, similar in form
to the alternating current generator. This converter
transforms the alternating current from a bank of steep
down converters and gives it out as a 500-volt direct
current. From this circuit is run a loo-horse-power
NO^.S^ NLMRONUS MOTOR.
horse-power revolving transformer adapted for use in
connection with storage batteries in central station work
is also shown here and will call for its share of attention.
Both stations are fully equipped with a complete switch
board each.
These boards, although not of the gigantic proportion
of the one in Machinery Hall are of as perfect construc-
tion, in the Westinghouse standard, marble paneled tj'pe.
The instruments are glass-enclosed and present a beau-
tiful appearance.
The operation of all the machines in the plant is con-
trolled through these boards. The boards are monu-
ments to the wiring skill of Mr. Dunlap, of the Pittsburg
factory, and certainly show a high degree of aesthetics as
well as of (pardon the word) electrics.
The whole plant in fact will be viewed with the utmost
of attention.
The best skill of the Westinghouse Electric & Manu-
facturing Company has not been spared to show to the
visiting electrician what has been, is and is to be.
(^Ixcctl^^aiiM^xiv^^ylev/
417
THE STANDARD PAINT COMPANY
EXHIBIT.
IN the southwest gallery of the Electricity Building
the Standard Paint Company, of 542 Rookery,
Chicago, and 116 Battery street, New York, has a
comprehensive display of its well known and extensively
used insulating material. The exhibit is arranged in the
form of a stand, the front of which bears the B. & P.
coat-of-arms and colors of France and Spain. The
arrangement is beautifully appropriate, and the base
shelves of the stand add to the effect. Upon the base
shelves is arranged a complete exhibit of the various
paints and varnishes made by the Standard Company.
Barrels and boxes, cases and cans, quarts, pints and hogs-
AN HISTORICAL INSTRUMENT.
AN interesting incident is recalled in the life of Col.
W. H. Paine, known personally and by reputa-
tion to many of our readers, and who contracted
his fatal illness while constructing the cable road in Cleve-
land. In Machinery Hall is an instrument which saved
Niagara suspension bridge. While the Brooklyn bridge
was building experts examined the Niagara bridge and
condemned it. Col. Paine was sent for, bringing with
him the instrument which is now on exhibition. It is
an extensometer, which he had improvised, and which
reposes in a wooden case whittled out with a jack-knife
by the great engineer. Its readings are to the one-three
millionths of an inch. When the instrument was in readi-
M'MONNIES FOUNTAIN — WITH COl'RT OF HONOR AT LEFT. — ELECTRIC FOUNTAIN IN FOREGROUND.
heads are ranged here in various pleasing shapes, to show
the visitor the types of package and the kind of material
used. The armature and field coil varnish cans are par-
ticularly prominent in all sizes, and cases standing near
show the varnish applied, and the finished product both
before and after use.
A large and specially ruled register is on a convenient
table, and every visitor who is electrically or insulatorily
inclined is requested to write his name in the book and
designate the particular form of insulation in which he
may be most interested.
The Standard Paint Company may be well pleased
with its display, both from an artistic and commercial
standpoint.
ness loaded cars were rolled upon the bridge, one at a
time, until the track was filled. So exact were the
readings Col. Paine was able to give the weight of each
additional car as it was set in place. The cars were then
removed and heavy locomotives substituted, again com-
pletely filling the track and affording a rare and stirring
sight. The test was so much more severe than could
ever again occur, without e.xceeding the elastic limit of
safety, that the colonel had no hesitancy in pronouncing
the structure safe, and to-day passenger and freight
trains continue to cross it every hour in the twenty-four.
And so the modest extensometer saved the bridge quite
as effectually, though less heroically, as did Horatius of
old.
418
(^ licctU^aiWay- j^eA^^
KILLED THE GOOSE WHICH LAYS THE
GOLDEN EGG.
TIMES during the past few months we
have had occasion to chronicle the
fji worse than stupid action of narrow
minded town and county boards, in
which, unfortunately, authority is vested
to strangle enterprise and keep the people who elected
them out of many otherwise obtainable advantages.
The latest comes from Youngstown, O., and is on a par
with the other cases mentioned. General Manager
Brown, of the Youngstown Street Railway, with several
other enterprising citizens, were desirous of building a
line from Youngstown to Girard, a distance of about five
miles. The residents on the street in Girard were
extremely anxious to secure the road, as indeed was the
public generally. Those even who would have been
most benefitted by the restrictions imposed did not ask
any such conditions. They wanted cars and wanted
them badly.
The efforts of the promoters to explain the utter impos-
sibility of accepting the terms imposed; and the urgent
demands of property owners for a liberal ordinance,
seem to have had no influence on the stubborn council,
which insisted on the following conditions with the com-
pany :
Kirst.— WiJen llie roadway to 40 feet for its entire distance.
Second.— All stone culverts and bridges not 40 feet wide to be wid-
ened.
Third.— That the grade established nearly 40 years ago and never car-
ried into execution be complied with.
Fourth.— That tracks be laid on cinder or macadam foundation.
Fifth.— That the tracks and iS inches outside be macadamized and
kept in repair.
Sixth. — That not less than an 82 pound girder rail be used.
Seventh. — That the speed and frequency of cars be regulated by the
Girard council.
Under the existing circumstances the conditions were
unreasonable. Girard has a population of only 2,400,
and it was clearly shown by an itemized account that
to build the line under the conditions imposed would
cost $60,000; that the operating expenses would be fully
$40.00 per day and even the council itself admitted
the road under favorable circumstances would earn
the magnificent sum of $15.00 per day in summer and
less in winter. They also wanted one five cent fare
from any part of Girard to any point in Youngstown,
although the Youngstown road was not interested in
the Girard scheme.
While Mr. Brown and associates were willing to oper-
ate at a loss for a reasonable length of time, and would
have done so under a liberal franchise, they naturally had
no desire to bequeath any such afiliction to their great
grandchildren and left Girard where they found it, stick-
ing in the earth.
It is the same old story over again; with the same
stupid, narrow minded and possibly well meaning but
short-sighted council; and the same suffering community
deprived of benefits it might have had; and lastly, the
same old moral which we have emphasized so often;
"A liberal policy pays in dealing with street railways;
any other brings loss and is folly."
The public generally are less appreciative of what
their local company does for their town than of anj' other
public or private enterprise.
AN ENGLISH RAIL CLEANER.
THE grooved rail in use in England requires con-
stant cleaning, which work has been largely per-
formed by hand. H. Conradi, of Westminister,
has invented a device which is
sufficiently described by the
illustration. The broom is of
bass wood, and may at will
be thrown in and out of action
by a lever on the platform.
Steel brushes are reported as
not as satisfactory in England
as the wood, an experience not in line with that of manj-
American managers.
ADJUSTABLE OVERHEAD SWITCH.
THE adjustable switch illustrated herewith is manu-
factured by the Ansonia Electric Companj^ of
Chicago. It is provided with adjustable tongues,
and can be used either as a right, left or diamond turnout.
This switch is simple in construction, is provided with
special clamping devices to grip the trolley wire, and is
adapted both for light and heavy construction. The
Ansonia Company report that about three hundred of
these new switches are now in use, and giving universal
satisfaction. Electric railway superintendents and electri-
cians say this adjustable switch fills a long felt want, and
it can be adapted to any curve or turnout.
DESERVE TO PROSPER.
THE J. H. & D. Lake Company, manufacturers of
all kinds of friction clutch pulleys, having out-
grown their old quarters at Hornellsville, N. Y.,
have recently completed and removed to their handsome
new otlices and foundrj' at Massillon, O., where with
enlarged facilities they are prepared to meet the growing
demand of their business.
An interesting feature regarding the rapid growth of
the Lake Company is the fact that it came almost exclus-
ively from advertising, for with the exception of a liiuited
amount of traveling, they have had no representative out
on the road, except their card in the various class
journals.
STREET RAILWAY LAW.
419
EDITED BV MR. FRANK HUSIEOLDT CLARK, ATTORNEY AT LAW, CHICAGO.
Temporary Track Laid Near Obitrmtion.
Where a street railway company places its track so near an obstruction
nliich it is necessary for its cars to pass, that its passengers are in dan-
ger of being injured by contact with such obstruction, it is a question
for the jury whether the company is guilty of negligence.
Whether the person injured was guilty of negligence in getting upon
the car while it was in motion, is a matter for the determination of the
jury under all the circumstances of the case.
This was an action for damages for personal injury
begun by Williams against the appellant company.
Plaintiff below recovered a judgment, which was affirmed
by the appellate court. In May, iSSS, appellant was
reconstructing its tracks, so as to substitute the cable
system for horse power. As it was necessary to tear up
the streets in order to insert the cable machinery, it
removed the track in Lincoln avenue to the east side of
the street. Upon the track thus laid for temporary use it
was propelling its cars by horse power, when the acci-
dent occurred by which the plaintiff was injured. On
the east side of Lincoln avenue, near its intersection with
Cleveland avenue, stood a telegraph pole, outside of the
curb line of the street, and leaning somewhat to the west.
The east rail of the track was a little lower than the west
one, and was just two feet from the bottom of the tele-
graph pole. In the evening, while it was yet light enough
to see clearly, plaintiff boarded one of appellant's open
cars on said temporary track. Plaintiff was standing a
short distance from the corner where the pole stood, and
a short distance from the track. When the car came
along, and while it was in motion, he stepped upon the
foot-board on the east side of the car; he was soon after
brought in contact with the telegraph pole and injured.
The jury were fully instructed that the plaintiff could
not recover unless he showed that he was in the exercise
of ordinary care for his own safety when the injury
occurred. Whether the plaintiff, in getting upon the
horse-car while it was in motion, was or was not in the
exercise of due care, was a matter for the jury.
It may be true that the appellant was obliged to move
its track to the east in order to make the contemplated
improvement; but it was a question for the jury to deter-
mine whether too much space was left in the middle of
the street for those putting in the cable, and too little
space for the passage of the cars on which the public
traveled, or whether the contrary was the fact. It cannot
be assumed that danger of collision with the pole could
be always avoided because the company would stop at
the further crossing when requested. The proximity of
the track to the pole may have been a menace to persons
on the car, or to persons forced by the crowded condition
of the seats or otherwise to stand upon the platform or
running-board.
The evidence tended to show that there was posted in
the cars of the company the following rule: "Passen-
gers will not be allowed to get on or off this car while in
motion." The conductor was standing on the platform,
and was looking at plaintiff before and after he got upon
the car, and shouted to him to "look out" just before he
was struck by the pole. He did not warn the plaintiff
not to get upon the car while it was in motion, but suf-
fered him to step upon the running-board without objec-
tion. It was a fair question for the jury whether the
plaintiff was not invited to board the car. But we are not
prepared to hold that a party is a trespasser after he gets
on a horse-car, even though no fare has been collected of
him before he meets with an injur}', simply because he
has violated a rule of the company as to his mode of get-
ting aboard. The jury were instructed that the burden
of proof was upon the plaintiff, and that he must prove
his case, as alleged in the declaration, by a preponder-
ence of evidence. The judgment of the appellate court
is affirmed.
(Supreme Court of Illinois. North Chicago Street R.
Co. V. Williams. 140 Illinois Reports 275.)
Street Railway Passenger — Injury by Collision with
Truck on Crossing Street — Right-of- Way of Street-
Car.
While plaintiff was a passenger in one of the cars of
the defendant corporation, she was injured in a collision
between the car and a truck of the other defendant, and
she brought this action to recover damages for her
injuries, alleging that they were caused by the concurring
negligence of both defendants. A careful scrutiny of the
evidence leaves no doubt that it fairly tended to show
concurring negligence of both defendants, and the verdict
of the jury therefore concludes us upon this point.
The council for the railroad company, in a variety of
forms, requested the Court to charge that the railroad
company, with its car crossing the street, had the right of
way, and the paramount and superior right in the street,
which the driver of the truck was bound to respect; and
the Court refused so to charge. The rule invoked by
these requests has its application where the tracks of
street railways are laid in the streets; as the cars must
run upon the tracks and cannot turn out for other vehicles,
they must have the preference. But a railway crossing
a street stands upon a different footing. The car has the
right to cross, and must cross, the street, and the vehicle
has the ritrht to cross, and must cross, the railroad track.
Neither has a superior right to the other. The right of
each must be exercised with due regard to the right of
the other, and in a reasonable and careful manner.
(New York Court of Appeals. O'Neill vs. Dry Dock,
East Broadway & Battery R. Co. 52 American & Eng-
lish Railroad Cases 573-)
Street Railway — Charter Rig/its — Indefinite Grant.
A special charter of a street railway company,
empowering it to commence at a certain street corner and
420
(^^ti^ j\ailw^ j\eA/Iew^
construct its tracks eastwardly and westvvardly through
such street, or any other streets in the borough, with the
right to construct branches to its main track through any
streets of the borough, does not give it the right to occupy
a thoroughfare running north and south, in so far as the
right to construct its main track is concerned ; and the
provision as to branches is so indefinite that new tracks
cannot be constructed thereunder after the expiration of
twenty-eight years, and after the village has become a
city and the street has been granted to another company.
(Supreme Court of Pennsylvania. Junction Passenger
Railroad Company vs. Williamsport Passenger Railroad
Company. 32 W. N. C. 152.)
Child Trespassing upon Street Car — Injury by Being
Pushed Off by Driver — Liability of the Company.
A street railway company is liable for injuries to a child
between eleven and twelve years of age, who jumps upon
the front platform of a slowly moving car, the injuries
resulting from the driver striking her upon the hands
and violently thrusting her off the step, so that she falls
under the car and is run over, although she is a tres-
passer in getting upon the car.
(Supreme Court of Pennsylvania. Barre vs. Reading
City Passenger Railroad Company. 26 Atlantic Re-
porter 99.)
(Note — See the case of Bess vs. Ches.ipeake & Ohio R. Co , We^t
Virginia, 53 American tSc English Railroad Cases 64, where it is decided
that to charge a railroad company for the wilful 1 wrong of an employe
in forcing a hoy from a freight train while in motion, wherel y he is
injured, it must appear that the act was in the course of the einploye's
business, and within the scope of his authority; the bov being a tres-
passer and not a passenger. — Ed.)
Eminent Domain — Condemnation of Leased Property.
A tenant's liability for rent is not affected by condem-
nation of part of the leased premises. But where the
estate of both landlord and tenant in the entire premises
is extinguished by condemnation, the obligation to pay
rent ceases.
In a proceeding to condemn leased land, on which the
tenant has made improvements under a lease providing
that on its expiration the improvements shall belong to
the landlord, the measure of tenant's compensation is the
present value of the leasehold estate, subject to the rent,
without including the value of such improvements.
(Supreme Court of Illinois. Corrigan vs. City of
Chicago. 4 Chicago Law Journal 328.)
Person Riding on Crowded Car — Standing on Platform
— Contributory A\g/igcnec.
There is evidence that when plaintiff boarded the car,
every seat and the aisle were occupied; that the rear
platform was also fully occupied, and that there were
several people on the front platform. Plaintiff, finding
he could not get on the rear, went to the front platform.
From this position, it appeared to him that there was no
available space on the inside. If the jury found the facts
in line with these tendencies of the testimony, they would
have been justified in finding further that the plaintiff
exercised due diligence and caution in ascertaining the
situation, and hence had a right to act upon the matters
which such dihgence and caution disclosed, whether they
were the real facts or not. It follows that, assuming
proper circumspection to have been observed by plaintiff,
evidence as to whether the car presented the appearance
of being entirely full, was pertinent and properly received,
and the charge requested for plaintiff, which authorized
the jury to find plaintiff free from negligence in taking a
position on the platform, if there was a reasonable neces-
sity, real or appparent, for his doing so, correctly stated
the law.
(Supreme Court of Alabama. Highland Avenue &
Belt Railroad Company vs. Donovan. 52 American &
English Railroad Cases 568.)
Attempting to Board Moving Car — Injury by Running
Against Passenger Standing on Car Step.
The defendant's theory was that while the car was in
motion, at a place where, by the rules of the defendant
company, the driver had no right to stop it, the plaintiff
rushed from the sidewalk towards the car; that the driver
called out to her not to come near the car; that she paid
no attention to the warning, but attempted to seize the
forward part of the car with her hand; that a passenger
who wa.s standing on the front platform, stepped onto the
step of the car and put out his arm to prevent the plaintiff
from seizing the car; that she ran against his arm, and
was thrown down, and did not touch the car at all.
Under the court's instructions, which were properly
given, the jury must have found that the defendant's
theory of the accident was correct; and, if so, the
plaintiff was not entitled to recover.
(Supreme Court of Massachusetts. Gallagher vs.
West End Street Railroad Company. 156 Massachu-
setts Reports 157.)
A CROWBAR ON THE INTRAIVIURAL.
IT is a constant question as to how the average laborer
will act when on the elevated structure of the Intra-
mural Railway, and it has been sarcastically
remarked that for each workman there should be two
guards, to keep him from carelessly placing iron tools
across the feeder and track rails. The other day, how-
ever, one of the sons of toil managed to evade the
attention of his keepers long enough to lay a crowbar
across the rails. Fireworks, of course, followed, and the
station circuit breakers went out with a bang. It was
with diliiculty that the one who was responsible for the
display was kept from jumping off the structure when he
saw the big green flames leap up before him. All was
quiet in so small a fraction of a second, however, that it
was not long before peace was restored and trains were
running as usual.
Commissioner Spencer, of the New York rapid tran-
sit commission, resigns his office at last. Mayor Gih-oy
promptly accepted Mr. Spencer's reasons and appointed
David F. Porter, of Harlem, to fill the place left vacant.
We congratulate Mr. Spencer and commiserate Mr.
Porter.
(^ticctlJ^iWay9^ylev/
421
A USE FOR OLD MOTORS.
WHAT to do with the old double reduction
motors of days gone by is a question that
has been the cause of much worry both on
the part of the street railway superintendent and the
manufacturer of electrical machinery. Nearly all the
roads equipped previous to 1891 have found themselves
with a lot of antiquated motors costing thousands of dol-
lars at the time the road was built, but worth little more
than scrap metal now, as far as marketable qualities go.
The railway departments of our large companies are con-
stantly receiving letters from roads that want to trade
their old double reduction motor equipments for the latest
waterproof single reductions.
In some cases the manufacturers have done it in order
to keep the trade of the road. In others the dose has
been a little too big to swallow, as manufacturing com-
panies can make very little use of second hand machin-
ery. In a few cases, as at Minneapolis, the armatures
of these old motors have been re-designed and wound in
a manner to make them more substantial, so that they are
still doing good work.
The best way to utilize them, however, is the method
adopted by Superintendent Wallace D. Dickinson, of the
Great Falls, Montana, Street Railway Company. The
plan is to use them for supplying stationary power. Mr.
Dickinson has several of these in operation for different
purposes. At one place it was desired to run a pump for
keeping clear an exxavation. Instead of going to the
trouble and expense of putting up a steam plant the par-
ties doing the work decided to rent power from the rail-
way. One of the old Thomson-Houston F-30, double
reduction motors was set up, the gearing taken out and
a pulley put on in place of the pinion on the armature
shaft. It was then belted direct to the pump. As the
pumping load is constant the series winding of the
motor was no disadvantage. About 12-horse-power is
required by the pump. This motor has been running
constantly with but a few minutes rest during the twenty-
four hours. Having been built for the heavy trials of
street railway service these motors should have every
prospect for long lives in the less exacting stationary
service. At another place one of these veterans is at
work driving a rock crusher. As the load varies so
greatly the fields of this machine were re-wound to
make it a shunt motor in order to keep the speed con-
stant. Another shunt machine is furnishing power to
a small foundry. The speed of these motors is about
1200 revolutions per minute. Sheds are built for the
protection of those doing out-of-door service. The
extreme simplicity of the work of installing them and the
small amount of attention they require commend them to
all for use in such classes of work. The one running the
lO-horse-power rock crusher is in operation ten hours a
day and the company receives for its service $100 a
month, or about ten dollars a horse-power. While this
may seem high to eastern minds it is perhaps sufficient to
say that the contractor using the rock crusher says that
he will never go back to steam again. At several other
places throughout the country these motors are doing sta-
tionary work.
In connection with the Great Falls plant it may be of
interest to note that negotiations are pending for supply-
ing power from the railway circuit to several large con-
cerns, one of which will require a 70-horse-power motor.
The plant is run from a water power and the company
has already been able to underbid steam in several
instances. There is even some prospect that this water
power plant will in the near future furnish electric power
for coal mining in the vicinity, thereby beating coal at its
own game.
The cleanliness of water power is one of the best argu-
ments in its favor. The labor necessary to keep the
machinery clean is said to be not one-fourth what it was
with steam, and cleanliness is one of the most important
features in a successful dynamo plant. The country in
the vicinity of Great Falls promises to become before
many years one of the electrician's ideal communities,
where heat, light and power are furnished by electricity
venerated at one central station.
AN L OF A SITUATION.
The New York rapid transit commission,
Gave streets to Manhattan to hold,
But their countenance fell
When Manhat' said, " Oh, L,
These streets here are just good as Gould '
A RAILWAY IN A DAY.
VARIOUS constructing engineers at sundry times
and in divers places have achieved wonderful
feats in track laying. But it has been accomp-
lished with an army of trained men, which every steam
road has constantly in its employ. The more humble but
no less important street railway, with its small standing
force of experienced trackmen often scores a record not
to be despised.
The most recent occurred a few days since at Muncie,
Indiana.
The Citizens Street Railway had given its promise that
cars should be running to its ball grounds on the opening
day. The material, however, was lost in transit and
twelve days late in arrival, being received late Sunday
night, and the road must be in operation at i o'clock
Tuesday afternoon. At 4 a. m , Monday, the work of un-
loading the rails began ; one hour later the first bridge, 248
feet iir length, had been crossed, and 1,000 feet of trade
laid. The work was continued without a moments inter-
mission until Tuesday noon. In this time, 32 hours, all
the iron for 4,800 feet of track had been unloaded from
the cars, hauled over a mile from the depot to the street,
spiked down, lined, surfaced and put in service; and has
been constantly in use ever since. The men worked
almost continuously, some without any rest, and so strong
422
(^ticctl%ikayli^yi£W*
was the enthusiasm a number actually fell senseless from
exhaustion and had to be carried to their homes. H. C.
Gotshall, general manager of the Citizens, personally su-
perintended the work during the entire construction and
undoubtedly was possessed of more of that tired feeling
that day than any other street railway manager in the
country, although proud of the splendid record. The
only better one of which we know was that made by C.
E. Loss, the railway contractor of Chicago, who suc-
cessfully executed a contract to grade and lay an even
mile in 24 hours, at Robey, Indiana.
SIMPLE SYSTEM OF ACCOUNTS SUITED
TO SMALL ROADS.
IN May we published what is undoubtedly the most
complete distribution of accounts yet compiled for a
large road operating the three systems of cable,
electricity and horse. Much contained therein is useful
as a guide to small roads which are revising their account
system; and the following concise yet complete forms as
used on the rapid transit lines of San Antonio, Texas,
will be specially welcome to accountants of the average
sized road.
For a conductor's trip sheet, the following has been
found to meet every requirement:
conductor's trip report.
The San Antonio Rapid Transit Street R. R. Co.
Date July 15 1S93.
Car No i Run, (Day or Night)
Conductor Jones Badge No u
On 6 A. M Off 12 M
Motorinan Brown Badge No 5
On 6 A. M Off 12 M
Smith Badge No 2
On 12 M Off .6 P. M
TRIP.
Stirling
Tin.e.
Regist'r
Fig'rs.
Total
Pas'grs
CERTIFIED BY
Sch'l
Tkts.
Pasn
Tkts.
Cash
Fares.
1,000
Dn
Up
Dn
Up
Dn
Up
Dn
Dn
Up
Dn
Up
Dn
Up
Dn
Up
Dn
Up
Dn
Up
Dn
Up
Dn
Up
6 A. M.
6:30
7:00
7:30
8:00
8:30
9:00
9:30
10:00
10:30
11 :00
11:30
12 :00
i:oo
1:30
2:00
2:30
3:00
3:30
4:00
•1:30
5:00
5:30
1,050
'.075
1,100
1,140
I,2CO
1.230
1,250
1,280
1,300
1,310
1.325
1.34"
1.350
■.370
1,400
i.4'S
',44°
'■450
1,470
1,475
1.4^3
1,490
".495
1,500
50
■:5
25
40
60 :
30
20
30
20
10
15
■5
10
30
iS
22
10
20
5
8
7
5
5
10
3
3
5
'5
2
2
6
3
2
3
2
2
I
1
38
20
I
2
35
44
28
iS
30
18
3
4
5
9
15
>4
10
23
■5
22
6
7
To Hall Cond'r.
Frm Hall Cond'r
h
9
18
in
5
8
T T
7
T?
5
480
TOTALS
55 1 '"
414
As will be noticed, the register reads 1,000 when car
was taken out at 6 a. m., there being a change in con-
ductors at I p. m. The column entitled "Total Passen-
<rers" must always agree with the three columns at right
entitled "School Tickets," "Passenger Tickets," and
•'Cash Fares." The column "certified by" is for the use
of the relieving conductor as to the register reading.
distribution to ledger accounts
is accomplished under eight heads for operating expenses,
and one for income, as follows : —
I — General ex
pense.
Manager, superintendent, secretary,
etc., ta.xes, insurance, interest, ex-
change and discount, advertising,
legal expenses, etc., etc.
2. Office ex- "1 Office clerks' salaries, office supplies,
pense. J office rent, office sundries.
3 a 1 n Power plant supplies, power plant re-
nance of pow
er plant
J
pairs, superintendent's office.
4 — Cost
power.
of
5 — M a i n I e- "I
nance of road- i
bed and track. J
6 — Maint e- ]
nance of line.
(Over head.)
] Coal, oil and waste, engineers and fire-
I mens' wages, sundry materials and
I help necessary to the running of
J engine only.
T Road-bed and track supplies, road-bed
I and track repairs, road-bed and
track employes.
Line supplies, line repairs, line em-
ployes.
tj ^jf a i n t e- J
, Car and motor supplies, car and motor
nance 01 cars )■ . . ,
repairs, car and motor employes,
and motors. J -^
8 — Transporta- "1 Motormens' wages, conductors' wages,
tion expense. J supplies (conductor's trip reports, etc.)
As frequently stated in these columns, the loose system,
or rather absence of system, which once characterized
the operation of many horse roads, is not permissible
under the new order of affairs, and as will be seen from
the excellent system devised by Mr. Johnston, a system-
atic and complete record involves no difficulties, while it
is essential to even the smallest road.
This system of distribution, which is proving entirely
satisfactory, is the compilation of C. A. Johnston, the
cashier of the company, and to whom we are indebted for
permission to give the same to the Review readers.
As will be noted, the table on opposite page is a
monthly statement of earnings and expenses, with com-
parative statement of the same month of the preceding
year. It is sufficiently in detail to afford all information
usually desired by directors and stockholders. The first
division is capable of taking into account every item of
expense on an electric road, and by a proper system of
book-keeping this classification can readily be made.
The middle section explains itself, and can be extended
as desired, as can also the third section.
(^lied/0\cuWxiy'j^ylew^
423
Report of The San Antonio Rapid Transit Street R. R. Co.
For Month of_ 1S9
YEAR 1893.
YEAR 189;.
DIVISIONS.
Expen-
ditures.
Receipts
Expen-
ditures.
Receipts.
Maintenance of power plant -
- —
....
....
--
...
....
YEAR 1S93.
YEAR 1892.
Cost of coal per ton delivered at power house.
No. of
Employes.
SCHEDULE OF WAGES.
Per Month.
General Manager .-.._-.
Secretary . . ..... ._
Clerks
Superintendent
Engineers .
Motormen rate per hour.
Conductors ..rate per hour
Shed men
Linemen
,
Trackmen _
Totals
Date.
Signature,
A PROMINENT knifrht of labor agitator has been in
Minneapolis recently which, coupled with the fact of a
number of street railway employes' meetings, leads the
Minneapolis press to believe that the employes are about
to form a union.
A HIGH KICKER.
JUST how the electric current affects the
propulsion of a car is a constant source of
wonder and amaze to the average citizen.
Jay Wiley, now of the Intramural, tells a good
story apropos of this lay ignorance and taking
another man's word for it we will tell it as it
was told us by the veracious interlocutor.
It was when Wiley was on the coast, in fact,
at San Francisco, setting up inotors on the
Metropolitan line, and much curiosity was
aroused as to how the current was transferred
into motion.
Wiley was out with a car one day and by
some mischance forgot to throw the switch
before running his car over it. The car con-
sequently ran off on the wrong track but the
trolley wheel kept the wire. Slowing down
properly, Wiley quietly reversed and ran the
car back to the main track to get another trial
at the switch. Before turning on the juice,
however his attention was attracted by the
advent of a fat old gentleman who came run-
ning up very much excited and considerably
out of breath.
"Say, young man," puffed the old gentle-
man, mopping a shining bald head with his
handkerchief, " Say, hold on a minute, I want
to talk to you. You see I've got a theory in
regard to electric cars and I want to know if it's
right. Now, just be real honest and tell me if
it aint right, but I allow it is. 'Mandy and the
girls say its the only one that the)' can under-
stand the thing by."
"Now my theory is just this: That there
pole is slanted some and when the current
comes sizzing down the wire it strikes the pole
kind of slantwise and pushes the car along,
but what knocks me out is just this, that you
pulled the durned thing back just now without
doing anything that I could see to the pole."
Wiley assured his interrogator that by
"twisting the handle" he could reverse the
machinery at the power house and make the
current "kick" the other way and that the
theory advanced was the one understood by all
first class scientists including 'Mandy and the
girls.
On Derby day the facilities of the south side
rapid transit lines proved equal to the double
emergency of the races and the World's Fair.
Ten extra trains were placed on the L and the
cable ran at reduced headway.
The Mt. Auburn Cable Railway, Cincinnati, will con-
struct a new down town loop on Fourth, Walnut and
Fifth streets.
4'24
(^WctO\ailWci)^ J^a/IW*
SOME DES MOINES APPLIANCES.
THE flat car shown in our engraving is one that has
been in use on the Des Moines Street Railroad
for some time past. It is 34 feet long; 7 feet wide.
All kinds of construction material are hauled on it; its
length making it specially convenient for poles and rails.
Each truck is supplied with a 15-horse-power Westing-
house single reduction motor. Very frequently this car is
employed in hauling one or two construction trailers in
addition to its own load. As will be seen, the trolley
ELKCTRIC CONSTRUCTION CAR.
stand, controller and motorman's platform are at one end,
it not being necessary to have the motorman always at
the front end on a flat car.
TROLLEYS.
The trolleys universally adopted by this road are some-
what out of the ordinary run of this kind of apparatus
in several respects. The most important feature is that
the wheel is allowed to turn with a slight swivel motion
on the end of the trolley pole. It may be likened in
form and principle to a chair caster. This swivel motion
allows the wheel to run straight on the wire in spite of
crooked poles and discrepancies
between the direction of the
trolley wire and railway track.
That flange friction is almost
completely eliminated is demon-
^ V"^t!!^5M>\k?* strated by the way in which
the wheel wears down, which
is in striking contrast to the
ordinary trolley. Instead of
wearing through the flange of
the wheel a deep groove is
worn in the middle, of but
slightly greater diameter than the trolley wire. Although
of very rough and simple construction, being made of
plain wrought iron, this swivel trolley has been doing
excellent work. The swivel motion allowed is not
sufficient to let the wheel swing around far enough so
that there is difficulty in putting it on the wire. The
wheel journals are made of hollow steel tubing held in
place by three bolls passing through the inside. This
DES MOINFS TROLLEY
WHEEL.
tube is filled with felt and the felt is filled with oil which
latter oozes out through the holes in the tube and oils the
wheel.
LIGHTNING ARRESTERS.
Like every other road of any age the Des Moines
Street Railroad has had considerable sorrowful experi-
ence with lightning. For two years past, however, they
have had no generator burn out from this cause. The
arresters used are of the simplest form imaginable. Two
carbon points, one connected with the line and the other
with the ground, are placed about one-eighth inch apart.
If an arc forms after a lightning discharge it throws the
circuit breaker at the station, and as soon as they are
closed by the attendant who is on the look out for such
things during thunder storms, the traffic goes on as
usual. Very often, however, it has been found that the
arc breaks itself without disturbing the circuit breakers.
Although a rather crude arrangement and requiring some
trouble to operate, it has the advantage of being simple.
These arresters are placed about every mile along the
lines.
W. R. McLean, the master mechanic, who is an adept
at designing devices and making over machinery to meet
the special wants of the plant, is responsible for the feat-
ures here described, as well as for many other minor
details in equipment which help greatly in the successful
operation of the railway.
CLEVELAND'S CABLE CONSOLIDATES.
THE recent merger of the Cleveland City Cable
Company and the Woodland Avenue & West Side
interests, as the Cleveland City Railway Company,
has excited no little attention in the street railway finan-
cial centers. The Woodland has nine directors, namely :
M. A. Hanna, C. F. Emery, D. P. Eells, H. P. Eells, J.
F. Card, R. R. Rhodes. J. H. Wade, Geo. H. Warring-
ton, and C. A. Otis. The Cable Company's five direc-
tors are: F. De H. Robison, Stanley Robison, John J.
Shipherd, Chas. Hathaway, and George Holt. The new
company chooses nine of the above fourteen as their
board.
The Woodland road went into the consolidation on a
basis of $2,000,000, while the Cable was rated at
$5,000,000. The Woodland share is all stock, common
and preferred, and it is claimed $1,800,000 has been paid
in. The merger is based on a combined capital of
$7,000,000. The Cable Company is credited on good
authority with $4,000,000 stocks and $1,884,000 in bonds.
The 57 J^ per cent given the Woodland in the deed is
upon this basis.
The St. Clair street electric equipment is now on the
grounds, and supplies bought to bring it to completion.
Sterling Supply Company, formerly the Sterling
Car Heating & Lighting Company, 47 Cedar street,
New York, have great success with their new register
which has been adopted by the Broadway road for their
new cars. The register is a beautj'.
(^l?icd/lF{aiWay-5^yicW^
425
THE STREET RAILWAY IN SAN DIEGO.
A ROAD with no stockholders to answer to is a rara
avis, but the electric railway of San Diego, Cali-
fornia, is one such, being the absolute property of
A. B. Spreckles, a son of Claus Spreckles, the sugar
king. The Spreckles interests in and around the city
include a resort hotel and the island on which it is built,
big wharves and warehouses, and other properties, hence
it was natural a street railway should be built to foster all
these.
The purchase for $115,000 of the old horse lines, on
January 30, 1892, furnished the basis of operations, and
the change to electricity immediately commenced, and
the road has already been running satisfactorily for sev-
eral months. The power house reveals several features
of interest, and is a neat brick structure 62 by 105 feet,
with a boiler house adjoining 58 by 61 feet, from which
rises a stack 125 feet high and 19 by 19 feet at base.
The car house is 106 by 134 feet. These buildings,
while connected, are separated by lire walls and have
individual roofs of corrugated iron. The car house con-
and 7 feet long, covered on top in such a way as to
exclude weeds and other float. The fire pump in the
station also draws from this supply. The pipe itself is
supported on steel straps, which suspend from rails driven
solidly into the bottom.
The ten cars, two of which are double deckers, are
each equipped with two 15-horse-power single reduction
T-H. motors.
The tracks aggregate twelve miles, and were furnished
and laid by F. M. French for $50,000. This included
the erection of the poles. Cars from any line can be
switched to run through on every other line. The elec-
trical supplies, machinery and installation cost $45,000,
and the entire road is said to have cost $400,000. Its
officers are A. B. Spreckles, president; E. S. Babcock,
vice-president; and Jas. A. Flint, secretary, treasurer and
•feneral manager. Upon the two last named rested the
responsibility of superintending the change.
In this they were assisted by H. E. Brett, engineer,
who drew the plans; C. W. Horts, who constructed the
buildings, and A. C. Jewett and F. V. Pinkham, elec-
tricians. Mr. Pinkham remains as electrical superintend-
III III III Ui
POWER HOUSE, SAN UIEGO.
tains eight tracks, capable of storing twenty-two cars; an
inspection pit 35 by 60 feet; and convenient repair and
paint shops. The buildings and stack cost $20,000.
The station equipment includes two T-H. generators
of 120-horse-power each; one 300-horse-power com-
pound condensing Corliss, 16 and 30 by 42 inches; and
three Babcock & Wilcox boilers, of latest type, of 105-
liorse-power each and connected to economizer in smoke
conduit. Two of these boilers are, however, sufficient to
do all the work. Stillwell & Bierce heaters and purifiers
are also found in e.xcellent service and giving good satis-
faction. The fiy wheel is 18 feet diameter, with 32-inch
face, weighs 19 tons and drives a 30-inch belt to the line
shafting. As the station is placed witliin 400 feet of the
bay, condensing water is ine.xhaustible, and is drawn
through iron piping 8 inches in diameter and 945 feet
long.
At high tide the intake is in 13 feet of water. This
intake is built of T rails, driven well into the bottom and
spaced at intervals of 18 inches to form a circle. Within
this railing is a network of copper panels 2'/i feet wide
FIFTH AND H STREETS, SAN DIEGO.
ent. The road has quickened business, extended the
limit of desirable residence property, and is a credit to
the men who have made it possible.
LAMONT AND THE RAILWAY.
SECRETARY DANIEL LAMONT really ought
to have more consideration for his brethren than
to do the very ungracious deed reported of him
in vetoing the electric railway across the field at Gettys-
burg.
The plan was undertaked by men who wished to make
money out of it, of course. That is the reason men put
money into such things. Because people wanted it.
That's the reason men can make money out of such
things. It's much more romantic to cross the ocean in a
Norseman's vessel but no sensible man does it. So it
may not be as truly historical to cross the field of Gettys-
burg in an electric car but it would be much easier and
quicker to do so.
42G
(jo tic<d.li\aiiAvWli^^
CHARLES CLEMINSHAW.
THE liigh slate of efficiency which has been attained
in the electrical operation of street railways, and
the rapid extension in that method of operation, is
due in a very large measure to the intelligence, good
judgment and energy of practical railroad managers.
With persistant determination to find what they want,
and to accept nothing else, they have carefully investi-
trated and tested the discoveries and inventions of elec-
trical and mechanical engineers by the only practical test,
that of successful use.
The march of scientific discovery and the inventive
genius of engineers have thus been stimulated and
energized by these practical men, and new inventions
have been produced in great numbers. Many of them
have been weighed in the balance and found wanting, but
some have proved to be of great practical value, and
many supposed impossible barriers have been surmounted,
difficult problems have been solved, and greatly improved
methods and machinery are now at the service of the
public.
The matter of power and appliances for the operation
of a railroad, while an important factor in railroad man-
agement, is not the principal factor. Many other things
are necessary to a successful administration of its affairs.
The selection of competent and faithful assistants, the
maintenance of thorough discipline in the employes,
together with such treatment as will attach them to the
service of the company; a proper adjustment of facilities
to the needs of the business; regularity and certainty of
operation in all kinds of weather; a due regard to the
safety, comfort and convenience of passengers; the pro-
tection of the company from the claims of blackmail
sharks (the bane of all railroad corporations), as well as
from unjust and illegal exactions on the part of the pub-
lic authorities; all these matters require constant care and
watchfulness on the part of the street railroad manager if
prosperity is looked for or expected.
Under the management of its president, Charles Clem-
inshaw, the Troy & Lansingburgh Railroad Company
was one of the earliest to adopt electrical operation for its
cars. During its operation by horses the road had been
very successful and its business was constantly increasing;
but Mr. Cleminshaw foresaw that it would be impossible
to long meet the increasing demands of business, and the
necessity for decreasing the cost of operation by this
method, to say nothing of great advantages of more
rapid transit.
For several years he kept a close watch on all proposed
improvements in the line of street railway operation, and
perceiving the merits of the electric system, he gave it a
careful and thorough investigation. In this he was
assisted by Otis G. Clark, a director and one of the
executive committee of the company, a man of sound
judgment and ripe experience in business and manufac-
ture. Together they traveled over the length and
breadth of the land, where anything of probable or pos-
sible value might be seen. As a result the Troy ik
Lansingburg road was equipped for the trolley system
and put in operation in 1SS9. The system was rapidly
extended to the lines leased by that company, new fran-
chises were secured and extensions built. The Troy &
Albia Railroad was also purchased and electrically
equipped and operated. In 1S92 a new company was
formed, consisting of the Troy & Lansingburgh Street
Railway Company and its leased roads and the Troy &
Albia Company, with important extensions, under the
tide of the Troy City Railway Company. This company
now operates 24 miles by electricity and 4 miles by
horses (soon to be changed to electric system), and has
several miles under construction.
Taking an interest in the operation of railroads gener-
ally, Mr. Cleminshaw was one of the original organizers
of the American Street Railway Association, and is now
one of its executive committee. He was also one of the
earliest presidents of the New York State Association.
His large experience as a banker, merchant and manu-
facturer, and his untiring energy, has been devoted to
the interests of his company and the development of its
business.
During his more than twenty years connection with the
management of its roads and affairs, he has exercised the
most constant and faithful supervision of all its business,
not omitting the smallest details required to make it what
it is — one of the best railways in the country.
METAL TIES IN MEXICO.
THERE are now 150 miles of track in Mexico
laid on steel sleepers. They cost one dollar each,
are six feet long, and weigh 90 pounds. Oak ties
there cost 64 cents, and pine ties 42 cents. Another
form of steel tie being used weighs 124 pounds, and is 8
feet 3 inches long.
CONCORD'S ROAD OPENED.
THE invitation of Superintendent Chamberlain, of
the Concord Street Railway, to the ojiening of
the road, was accepted June 16, by about fifty of
the most prominent citizens. A spacious summer
pavilion and a beautiful pleasure route will make the road
very popular this summer.
WHY PAINT BLISTERS.
IN the Painter's Magazine C. E. Copp claims that
unless caused by excessive heat the blistering of
paint is occasioned either by sap or moisture in the
wood. The difficulty from sap is the result of not using
well seasoned wood. Painting in early morning before
the dew has time to dry is another cause of difficulty. If
a paint is properly dried on hard wood and then blisters,
there is sure to be moisture coming in from beneath the
paint. In other words a water logged wood is sure to
blister.
(^lted.l(^iWayj\cA/iew^
CHARLES CLEMINSHAW,
President Troy City Railway, Troy, N. Y.
(^\^eA,J^^il^^u^^e^/^
427
McGUIRE BICYCLE TRUCK.
THE adjustable traction bicycle truck is a novelty
recently placed on the market by the McGuire
Manufacturing Company. The principle of this
truck is designed to secure, as its name implies, the auto-
matic adjustment of the truck so as to secure the maxi-
mum results for the minimum of energj-. To do this the
truck is constructed with large driving wheels and small
SIDE VIEW BICYCLE TRUCK.
auxilliary wheels, which give it the appearance of the old
fashioned bicycle when viewed from the side. The car
body is pivoted immediatelv over the center of the axle
of the large wheel on which the motor is carried and the
power is applied, and by means of a shifting cam and
half elliptic spring, can be adjusted to carry any part of
^ur
PLAN VIEW BICYCLE TRUCK.
the load on the driving axle up to loo per cent. The
anti-friction roller on the top of the half elliptic spring
fitting into a recess in the center of this cam is intended
to secure a perfect aligment of the trucks on a straight
track. When entering a curve, any amount of the load
up to 50 per cent is transferred to the idle axle by the
same device, and kept in that position until clear of the
curve. This is done to insure perfection in curving. As
the small wheels make all the sweep and are low enough
to pass under the step at the side, the car body is carried
as low as on a single truck, a feature very desirable and
one which will \ery materially lessen the number of objec-
tions to double trucks. The frame is made throughout
of pressed steel, the brakes are of the rocker-shaft pat-
tern, with double top and bottom rods and all holes are
bushed. The journals are ^% inches in diameter by 6'/^
inches long, making 26 square inches of bearing surface.
The McGuire people have taken orders for quite a num-
ber of these trucks, among which were forty-four for the
Denver Tramway Company. They also have a pair
mounted under a skeleton frame in their exhibit at the
World's Fair, where the entire mechanism can be seen
and understood.
The McGuire Company have a letter from the Cicero
END VIEW BICYCLE TRUCK.
& Proviso Street Railway Company in which it is stated
that the trucks have been in use during six months, includ-
ing the past winter, and when snow and ice was on the
ground was the only form of double truck in use by them
that could be depended on.
CUTTER'S "BOULEVARD" STREETHOOD.
A GOOD share of the railway plants which under-
take incandescent lighting, are interested in the
use of outdoor reflectors for these, and will wel-
come the handsome form now put out under the title
"Cutter's Boulevard Streethood." This was designed to
meet the demand for a strictly first-class street fixture,
which would be more ornamental than the common or
CUTTERS BOULEVARD STREETHOOD.
goose-neck form. The hood proper has all the good fea-
tures which have made Cutter's streethoods so popular
throughout the land, and adds to these the beauty and
strength of the special bracket arm. With this fixture
the lamps can easily be supported five or six feet from the
pole, so as to give good effects on thickly shaded streets.
The maker, George Cutter, of Chicago, has already sup-
plied large orders of them to western cities, and reports
very satisfactory comments from users.
A WEALTHY widow of Aurora will marry a Chicago
street car conductor named Henderson. The lady is said
to be strong minded as well as wealthy and doesn't care
what the neighbors say.
428
^lA^j\aiWayli^2A/l^
"THE TOWER," DAVENPORT AND ROCK
ISLAND RAILWAY.
PLEASURE resorts owned by street railway com-
panies are becoming more numerous each year,
but in carrying out the policy advocated by the
Review, few roads have had a more favorable natural
location to convert into a resort than the Davenport &
Rock Island Railway. Long before a street railroad had
ever been thought of, the people from the three cities of
Davenport, Moline and Rock Island were in the habit of
recently built at the highest point on the bluff. The first
floor is fitted up for purposes of rest and refreshment
The second floor is a dancing hall. The lower left hand
view is taken from the Rock River, showing the Inn at
the top of the bluff and the toboggan slide at the left.
This toboggan slide is a double track railroad, running
from the top of the bluff to the water. The boats or
toboggans are amphibious, running equally well on land
or water. They roll down the track at a hair lifting gait
and are shot about half waj' across the river. The cap-
tain, who was but a second before conductor, then steers
WAITING ROOM.
TOBOGGAN SLIDE.
THE INN.
THE I-AVILION.
visiting the high bluff on the Rock River, south of Rock
Island, known as Black Hawk's Watch Tower. That
it was the favorite camping ground of this famous Sac
chief is not to he wondered at. The view which is
afforded of the country for miles around, and especially
that of the beautiful Rock River, is well worth a trip of
many miles. The visiting public is not wholly dependent
on scener}' for its enjoyment, however, for a considerate
street railway company has fitted up a park of twenty
acres with numerous attractions. The upper right hand
corner of our engraving is a view of Black Hawk Inn.
his craft back to shore, and it is hauled up the grade by
an old Sprague street car motor, attached through a fric-
tion clutch to a cable drum in a cabin at the top of the
slide. This is said to be the only slide of the kind in the
country, and has proved to be quite an attraction.
Smaller paxilions, band stands, side shows, etc., are scat-
tered around the park. Baloon ascensions and fireworks
are frequent attractions. At one point a natural amphi-
theater is sometimes made use of for open air perform-
ances. The two remaining views are of the railway
depot at the park, the upper one showing one of the cuts
(^txeet J\aUwxi^lf\eyle\/
429
that was made through the bluff. The park is about
four miles from the down town loop in Rock Island, and
the greater portion of the distance the road is run on a
private right of way and maintained the same as a steam
road.
Superintendant Henry Schnitger has general super-
vision of the grounds, along with his other duties. They
ai-e under the more immediate care of Assistant Superin-
tendent J. G. Huntoon, who has charge of the Rock
Island portion of the lines. Arrangements are made to
encourage and facilitate excursions from outside points
by railroad and steamer, and there is a special excursion
agent for that purpose. The street railway is the only
means of reaching the grounds, except carriage or on
foot. Cars are run on ten minutes headway on ordinary
days, and as many as the traffic and single track will
bear on special occasions. Admission to the grounds is
entirely free.
President Louderback has done much to bring the
resort to its present state of loveliness and usefulness, and
is a firm befiever in created travel, as, indeed, results
have shown he has <rood reason to be.
RAIL BONDING AT LACROSSE.
THE LaCrosse City Railway, in changing over to
electricity, has been using a new type of bond, the
design of Clement C. Smith, the constructing
engineer. It is of No. 0 tinned soft drawn copper, turned
at the ends at right angles through a small cast brass
A — Bond LOiiipIclc.
RAIL BONDING AT LA CROSSE.
B— Brass casting. C — Bond wire witli taslinji removed.
ring having the same bore as the diameter of the wire.
The wire and brass casting are then soldered with a
sweat joint. When finished it looks very much like a
rivet bond. It is put on the rail and riveted in the usual
way, the cast bra.ss ring serving as a shoulder. It makes,
of course, a continuous bond, with no joints at the rivets.
The rail is drilled with a 'i\ drill, which makes a driv-
ing fit for the No. 0 bond, and in riveting, the soft copper
packs solidly around the rail. The hole in the rail is
slightly countersunk at the rivet end to help make a bet-
ter contact and more solid joint. The bonds are made by
the railway's own men. Our drawings show the bond
as it appears when finished, and also the brass casting,
which has one side cut out to accommodate the wire as
it turns at right angles. It may be called a compromise
between the rivet bond, which is composed of three parts
through which the current must pass (the bond wire and
two rivets), and the bond now being introduced, which
consists of one piece of copper wire having the shoulders
for riveting formed on it by a machine process.
THE PIVOTAL BOSTON TROLLEY.
THIS is a recent trolley brought out by Albert &
J. M. Anderson, of Boston. It possesses all the
well known good qualities of the first Boston trol-
ley but differs from the old type in making a side motion
on a vertical pivot. The entire base pole and foik are of
IVOTAL BOSTON TROLLEY
Steel, and the whole is light, strong and neat. The high-
est point on the base when the pole is laid down horizon-
tally is but six inches above the car. An abundance of
spring insures efiicient action without danger of setting
or breaking.
MR. YERKES' NEW RESIDENCE.
WORK has been commenced on the new resi-
dence of President Charles T. Yerkes, in
New York City, and before many months
the magnificent domicile will be ready for occupation.
The house is situated at Fifth avenue and Si.xty-first
street and will probably cost $1,500,000 before it is com-
pleted. It is to be four stories high, of light brown stone,
with an elaborately carved main entrance approached by
twelve steps hewn from solid blocks of brown stone.
The picture gallery, which will house the famous
Yerkes' collection will be 1 50 feet long, with a glass roof.
The entire first floor of the mansion may be thrown
into one room, for in place of the dividing wall there will
be a row of pillars of Italian marble. Curtains will take
the place of walls.
Electricity will play an important part in the furnishing
of the mansion's decorations, one peculiarity of the elec-
tric lighting being that no- lamps or globes will be visible,
except in the main parlor where a chandelier will be sus-
pended.
430
(^Ke<itll\aiiw^ll^Vlcv/'
TRACK DRAINAGE.
STREET railways in some localities have had
trouble from the settling of their tracks below the
level of the pavement. This excessive settling is
generall}' due to poor drainage. When the road is made
on a sand or gravel foundation no further drainage is
needed than that provided by nature. On compact clay
or other soils which are not self draining, it becomes
necessary to drain the roadbed. When track is laid on a
pretty steep grade, gravel ballast will answer fairly well,
and allow the water to run away to the dip of the grade,
where some provision can be made for it to escape. But
where the grade is verj^ Hght, Harry M. Gates, a civil
engineer of Columbus, Ohio, suggests that a method be
A UNIQUE AUXILLIARY ON GRADES.
ELECTRIC cars have for a long time successfully
climbed grades which a few years ago were
deemed unsurmountahle barriers, but the ambi-
tious trolley is constantly reaching out for still greater
achievements, and has enlisted its brother, the cable, to
help it over the hard places.
At first it was promised that the magnetic traction
between rail and wheel would solve the problem, but that
has not been put in practical use. At San Francisco,
Portland and Seattle, counterbalancing weights to run in
a conduit between the rails have proved of service, but it
has remained for John B. Smithman, of Oil City, Penn.,
to suggest, and as indications promise, to put in e.xecu-
5t TUj Rcuiew,
1)2" toi DtdinTik
SINGLE TRACK DRAIN CONSTRUCTION.
used somewhat similar to that in use on some steam
roads. The plan is to excavate a trench in which to
place the ballast, the bottom of which trench is V shaped.
At the lowest point in the trench a 2 to 4-inch tile drain
is placed. The water then runs through the roadbed till
it comes to the clay, which prevents its downward flow
enough to direct it to the tile drain. It is easy to under-
stand how water, if allowed to remain under the tracks
will soften the sub-soil, and allow the ballast to be beat
into it, thus finally lowering the track. Some tracks laid
tion an extremely novel method. Two months ago Mr
Smithman took out patents on his idea and now proposes
to put it into actual operation on a road he is about to
construct in Oil City. On one of his proposed lines he is
obliged to take cars up three heavy grades, of which one
is a 12 per cent for 900 feet; another 15 per cent for 700
feet, and the third 14 per cent for 1,500 feet. On these
grade portions of the line the double track will converge
at top and bottom of the hill into a single track.
For each grade he will sink a well at the top, of five or
§it.R^ Tieuie>A(
.!,'to6'DIH '■IP COMMON DRAIN TILE
DOL'BLE TRACK DRAIN CONSTRUCTION.
on perfectly clean broken stone ballast are, after a few
months, found to be laid on nothing but a sticky mass of
stone and mud. Mr. Gates gives it as his opinion that
when the tracks are laid on concrete there is no chance
for settlement, but does not believe that it is a good plan
to lay the ties directly on concrete. He would put a
layer of screened gravel between the cement and the ties
for a cushion. In the method just described, the middle
of the trench for a double track road is from three to six
inches lower than the sides, and for a single track road
about three inches lower.
The Ottawa (Ontario) Electric Street Railway Com-
pany has declared an 8 per cent divident. This is its
second year. Two million fares have been taken in, and
with a population of 45,000, and horse line in the town.
six inches diameter, and about twenty-five feet deeper
than the length of the incline. This well, or hole, will be
drilled in the same manner that oil wells are sunk, and
will be very much like one. It is expected the well will
be "cased" part or all the way, that to be determined
later, according to the character of the strata passed
through. If the uncased well is decided on and fiUs'with
water, the iron weight must be one-seventh heavier than
otherwise. If the well is cased, it will be nearly filled
with oil to preserve the cable and facilitate movement of
the weight. The cost of drilling varies, of course, with
the nature of the rock, but at the points selected in this
instance will be 75 cents per foot of depth, The cable is
to be of wire rope, strong enough to carry one ton where
the grade is 12 per cent and the car weight eight tons.
The other grades in the same relative proportion. The
^licd.li\aiWiiv9\eVm/
4^1
weight is also contemplated to carry an automatic brake,
which will exert a lateral pressure on the sides of the well,
in proportion to the speed attained by the car under
conditions of varying load from trip to trip, and act as a
sort of governor to regulate its ascent and descent.
At the top of the well the cable passes over a pulley
and is conducted between the rails either above ground
or in a conduit as determined by the nature of the street.
The attachment of car to the car-end of cable is
intended to be automatic, by means of a device which
engages with jaws which depend from the car to which
they are tirmly fastened.
For grades exceeding, say 2,000 feet in length, Mr.
Smithman would have a series of wells, requiring only
'''-fri
r*A
JUL
SECTION OF CUNDUns FOR COUNTERWEIGHTS — SEATTLE.
fifteen feet of practically level track in which to release
one cable and take the next. As he says, we will all
know more about it, and how it works, within three or
four months, and naturally expects to make some possi-
ble modifications of his plan which can only be suggested
after actual construction has begun. The plan certainly
is a novel though in the main a simple one, and possesses
vent shock when the counter weights arrive at the bottom
or top. The grips, if they can be called such, are per-
manently fastened to the cable, and the arm or shank pro-
jects up through the slot. To this the cars are connected.
At Seattle the shank is coupled to the car by hand with
a pin. In Portland automatic couplers are used. Going
up, the car runs past the grip and backing down the grade
is automatically coupled to it. When it reaches the top
it is automatically uncoupled without stopping. On the
down trip the car slows and is automatically coupled
without, stopping so that it is impossible for the car to
descend without the counterweight. At the bottom the
car must stop for the conductor to disconnect. The
counterweights are made about equal to the weight of
the empty cars. For the illustrations accompanying this
description we are indebted to the Engineering News.
STREETERS IN GERMANY.
STREET car horses in Germany command a price
equivalent to $250 in our money. They are
largely imported from the surrounding countries,
and the question has been raised as to whether they could
not be profitably shipped from the States. The margin,
however, will not be found to be large, as the ocean freight
New York to Hamburg is $50 per head in lots of not
less than seventy-five; and to this must be added expense
of erecting deck stalls; feed in transit; $20 passage
Upper Sfafjcn
Lofrer Srarian
SECTION OF CONDUIT FOR COUNTERWEIGHTS — PORTLAND, OREGON.
many features which commend it. Our readers will
await with interest the result of the experiment, and
meanwhile join the Review in the honest wish and expec-
tation that Mr. Smithman may have no occasion to be
sick of his well.
Another system of counterbalancing weights for help-
ing up grades is in use on the Ranier avenue line at
Seattle, Washington, and also on the Front street line in
Portland. It is the invention of J. P. F. Kuhlmann, of
Seatde. The plan adopted by the two roads is slightly
different. At Seattle the conduit and track on which the
counter weights run is put directly under the surface of
the roadbed and the slot is at one side. In Portland the
slot is in the middle and the counterweight conduit is
beneath the railway ties on a second set of ties. The
rope of course passes through the small conduit, passing
over pulleys at the ends, as shown in the longitudinal sec-
tion. At Seattle pneumatic buffers are provided to pre-
money per man in charge; and the German import duty
of $5 per head. A much wiser plan is for our German
friends to import American electric and cable ideas and
apparatus and thus secure a genuinely good and service-
able article.
CEMENT FOR STEAM PIPES.
A CEMENT which it is claimed is valuable for fill-
ing up small leaks in steam pipes is composed of
5 parts Paris white, 5 parts yellow ochre,io parts
litherage, 5 parts red lead, 4 parts black oxide of manga-
nese. These metals are mixed thoroughly and a small
amount of asbestos and boiled oil added. It will set in
from two to five hours.
Till-; Ft. Wayne Electric is building a sprinkler to use
on its tracks, to be drawn by a motor car.
432
(^Wd/ll\adwiiy-j^ylc\/
CHICAGO AGENCY OF THE IDE ENGINE.
T
HE Chicago ollice of A. L. Ide & Son, the engine
builders of Springfield, is located at 20S Home
Insurance Building, where will be found C. E.
Sargent, the genial and experienced manager. Mr. Sar-
gent is a graduate of Blackburn University in 18S2 and
of the University of Illinois in mechanical engineering in
1SS6. He has been connected
with A. L. Ide & Son since '89,
and took charge of the Chicago
office in 1890. At that time
there were thirty-nine Ide and
Ideal engines in use in the city.
There are now running one hun-
dred and eighty-four, many of
them being in the fine new office
buildings. Of two hundred and
twenty-six Ideal engines sold in
the past three years about forty
are in street railway work. The business has necessi-
tated moving into larger quarters three times in as many
years. The record for the past month is seven engines
and four loo-horse-power boilers. The three power
plants for the city lighting of Chicago are the work of
Mr. Sargent and the Ide engine people.
The Ideal engine and Mr. Sargent's ability as an engi-
neer and salesman make a strong combination, and all
who have seen the former and have the pleasure of an
acquaintance with the latter will readilj' understand the
secret of the success of both.
C E. SARGENT.
CEDAR RAPIDS AND MARION EXPRESS.
THE inlerurban line from Cedar Rapids, Iowa, to
Marion, has developed quite a business in the way
of baggage and express. The Cedar Rapids &
Marion City Railway Company operates the lines in
ELECTRIC EXPRESS TRAIN'.
Cedar Rapids in addition to the interurban. Of this
company P. E. Hall is president; W. D. Douglas, vice-
president; J. S. Ely, secretary; C. H. Clark, treasurer,
and F. L. Diserens, superintendent. The distance from
Cedar Rapids to Marion is six miles as the road runs.
The track and roadbed is the same as that of a steam
road, except that it runs alongside the highway for the
greater part of the distance, and the grades are heavier
than on a steam road. The quantity of travel between
the two places is accounted for by the fact that Marion is
the county seat of a county in which Cedar Rapids is by
far the largest town. The passenger business is sufficient
to warrant the starting of a 36 foot (over all) car from
each terminus every 40 minutes. The running time is
28 minutes, and as the speed up grade is rather slow, this
necessitates some pretty fast work on the down grades.
A speed of 32 miles an hour has been recorded.
The baggage equipment is shown in our engraving,
the two cars in the rear being trailers. The flat car
loaded with barrels is used for the oil tank line, which
the company has the contract for running from Cedar
Rapids to Marion. They also have the contract for
carrying the local business of the American Express
Company. This contract does not, however, prevent
them from carrying other business on their own account
as they see fit. At the Marion end of the line an
arrangement is made with a dray line to collect and
deliver parcels for a percentage. At Cedar Rapids
goods are called for at the car by those to whom they
are shipped, or when small are delivered via the Ameri-
can District Telegraph Company. The motor baggage
car makes three round trips a day, and hauls trailers
when necessary.
METROPOLITAN TRACTION CHANGES.
THE retirement of John D. Crimmins from the pres-
idency of the Metropolitan Traction Company, of
New York Cit}^ has given this important position
into the hands of H. H. Vreeland, of New York.
Mr. Vreeland is Mr. Crimmins' personal choice for the
position, and the most friendly relations exist between the
ex-president, the incumbent and the company. Mr. Vree-
land is a railroad man of wide experience and a manager
of undoubted repute. He was born at Glen, N. Y., in
1858, and began his railway career in 1874, with the
Flushing, North Shore & Central, where he remained
until 1 88 1. At this latter date he came to the Northern
system, and has been identified with it ever since.
Mr. Vreeland's experience has been of the most varied
character, and it has been his good fortune to learn every
detail of passenger traffic through actual experience.
Personall}' Mr. Vreeland is a most affable, gentleman,
and in height is above the average.
The position of president of the Metropolitan Trac-
tion Company is one that has been filled with the
greatest credit by Mr. Crimmins, who brought it
through the throes of organization and consolidation, and
whose management has been of the most thorough and
firm type.
We regret to lose Mr. Crimmins from the fraternity,
while we are pleased to welcome another steam road man
into the ranks of intramural rapid transit managers.
(^lJi«d.l^(aiWay'9\eVicW'
433
THE GIBBS' TROLLEY.
THE Gibbs' trolley, shown in the accompanying
engraving, is designed to obviate some of the
inherent disadvantages of trolley bases now in
use and introduces new principles not made use of in
others. Referring to the illustration it will be seen that
the essential features consist of an upright tube, in which
the pole is fixed, and bearing on the bottom two jaws
which pivot on two shafts fixed in a base. This allows
the trolle}' to be run in either direction without swiveling
if thought advisable. The swiveling feature is also
introduced to allow of the easy taking of curves. On the
upright tube is slipped a loose collar, over the com-
pression spring and from
which run chains, to eye
bolts on each side of the
base, thus producing, when
the trolley pole is pulled
down, a compressive effect
in the spring, due to the
leverage. It will be noticed
that when the pole is up-
right the leverage is great-
est and the spring pressure
slight. This feature is of
great value in work where
the height of the line varies
from 14 to 22 feet, as it
produces an easy motion
and even pressure of the
trolley head peculiar to this
form of base. It will be
leadily seen that this is
necessarily the case, as the
spring acts against an un-
balanced leverage, and
when in an almost upright
position the weight of the
pole and pole socket will
aid the spring in returning
the trolley to a vertical posi-
tion. In other trolleys no
advantage is taken of this
principle, the result being
that the spring must either be compressed that much
more or a stronger spring used. When the trolley is
lying flat with the car roof the pull is lessened. Only
enough pressure is aimed at to return the trolley quickly
in low and drawbridge work. This principle, that of
decreasing the pressure as the trolley wheel descends,
has been heretofore unused but on inspection will be
found correct. In cities where there are drawbridges or
elevated structures, this action will be found of immense
value, as the quick destruction of trolley wheels and
heads is partly produced by the intense hammering due
to an excessive and unnece.ssary spring pressure.
The base consists of but eight separate parts, readily
removable, if broken by any cause, and made interchang-
able by special machinery. Harrison & Carey, of the
Nuttall Railway Supply Company, Chicago, are sole
agents for this attractive device and have adopted it as
their standard trolley. Several large orders have already
been received from important roads.
KILLED BY THE CURRENT.
THE GIBBS TROLLEY.
A HEART-RENDING account of the sudden and
painful demise of one Frank Arnith at the power
house of the Minneapolis Street Railway Com-
pany, is given by the papers of that city, and attributed,
of course, to the deadly trolley current.
An autopsy showed beyond a doubt that the death of
the young man was caused
b}' the electric current. So
far, so good. An interview
with a prominent electrician
of Minneapolis unraveled
the mystery of how a man
was killed by 500 volts, by
explaining that a loo-light
arc plant at the station was
the immediate cause of the
accident. The method of
contact is not known, as no
one saw the act. It is sup-
posed, however, that it oc-
curred at the switch board.
The voltage of this arc
plant was about 5,000, and
the victim of misplaced con-
(Idence and switches prob-
ably received the entire
benefit of the plant.
The ignorance of the
average reporter is usually
attributable to carelessness,
but the above is a specimen
of telling only half the
truth.
At the recent accident at
Lowell, Mass., when a fly-
wheel divided itself in twain,
an intelligent young man of
the Boston'press sent back the startling information that
the accident was caused by a short circuit between the
engine and the dynamo! Some wealthy syndicate ought
to start a kindergarten for the reporter, and then enact a
law touching compulsory education. It's bad enough to
have the King's English butchered, but to have science
garbled in addition to sins of syntax is too much.
CoL. F. K. Hain, of the Manhattan L of New York
City, after his recent visit to Chicago, wrote a public
letter in which he commends the World's Fair and
Chicago, and compliments the rapid transit facilities of
the windy city as surprisingly large and remarkably
efficient.
434
(^ticd/iF^mlWay'iF^ylcW'
PRESIDENT JOHN A. RIGG.
THE president of the Traction Company, John A.
Rigg, of Reading, Pa., was born in Reading, and
is about 45 years of age. He has been connected
with the street railways of that city since their inception
in 1873, and was superintendent of the Reading City
Passenger Railway for many 3'ears prior to his election
as president of the Reading Traction Company. He is
recognized as one of the best informed street railway
men in the east. After
a long service with the
street railways there,
in 1S92 he was elected
first vice-president and
general manager of
the People's Railway
Compan}^ of Philadel-
phia. He served in
that capacity for about
a year when he re-
turned to Reading,
May ist, 1893 to be-
come president and
general manager of
the newly organized
Reading Traction
Compan}-, which had
leased all the railways
of that city. He is
now equipping the
lines of the company, embracing some thirty miles of track
with electricity. He has given the problem of street
railways thorough study, both upon its theoretical and
practical side, and for many years the street railways of
Reading under his official direction have been recognized
as among the best managed in the country.
JOHN A. RIGG.
PITTSBURG COMBINATIONS.
UNION that is strength as well as economy is the
last idea in Pittsburg, and was accomplished at
5 o'clock, June 14, 1893, by absorption of the
Pleasant Valley Traction Company and the Allegheny
Traction, by the Pittsburg, Allegheny & Manchester.
The deal has been under consideration since last win-
ter, but such matters move slowly, and all were not satis-
fied until the date above set.
The new corporation will have a capital stock of
$5,000,000, divided into shares of $50, par value. Of
this amount Manchester will receive $3,000,000, Pleasant
Valley $1,600,000, and the Allegheny $400,000. In the
increase the Pleasant Valley gets one extra share for
every seven the stockholders had in the old company.
Nine members will form the new board of directors.
Four will be named by the Pleasant Valley, four by the
Manchester and one by the Allegheny.
One set of officers will reduce expense, and the elec-
trifying of several lines will add dividends.
RAIL WELDING ON THE WEST END.
AT last a welder has been put to work on a stretch
of actual street railway track and the advantages
and disadvantages of a continuous rail will be
demonstrated by actual practice within the next six
months. The West End road, of Boston, has welded a
stretch of track near the city hall in Cambridge. The
welding machine has a motor transformer for giving the
proper welding voltage from the current derived from
the trolley wire. The clamps for holding the rail ends
during welding are swung from a crane at one end of
the car. Emery wheels for cleaning the rails and water
tanks for keeping the parts cool are also at hand. In
welding a joint the paving is removed to make the joint
easily accessible to the depth of the rails. When the iron
has been cleaned with the emery wheels the clamps are
lowered and fastened and the current turned on. It takes
from five to ten minutes to complete a weld. Before
cooling, the head of the rail at the joint is hit a few
blows with a sledge hammer to remove the burr.
It is greatly to be hoped that this continuous track will
not assume a serpentine form, as is feared by many, but a
few months trial will prove more than years of argument.
THE MOTORMAN'S DREAM AFTER THE FOURTH
CONDUCTORS TRAFFIC IN TICKETS.
WHERE tickets are sold in quantities at a
reduction there will always be the standing
temptation to the men to purchase in whole-
sale on their own account and turn in more or less each
day in place of an equal number of cash fares collected.
This manipulation has been recently discovered to have
been extensively worked on the West Side lines in this
city where the cash fare is five cents and 22 tickets are
sold for one dollar. The ordinary collections per cable
car conductor are $35 per day and where the men cashed
in extra tickets for say $5, the net profit was forty-five
cents, or about $125 per year. There seems to be no
absolute protection against this kind of imposition where
the men are disposed to be dishonest, although it is not
an out and out steal as in the case of a straight knock-
down. As a result of the investigation quite a few new
conductors have been required to fill sudden vacancies.
(^locctS^mWoyll^Vl^
435
WESTINGHOUSE, CHURCH, KERR & COM-
PANY IN MACHINERY HALL.
IN the fore front of the great engine exhibit in
Machinery Hall stands the beautiful array of Wes-
tinghouse, Church, Kerr & Company's engines.
Chief amonc the interests of this showing is the main
plant, consisting of six 1,000-horse-power engines, direct
coupled to an equal number of 10,000-light Westinghouse
Electric & Manufacturing Company incandescent
machines. In the main plant are also two 400-horse-
power compounds, belted direct to two 4,000-light incan-
descent machines of the same make. Three 130-horse-
power compounds are next in the list, coupled direct to
THE HOPPES MANUFACTURING COMPANY
EXHIBIT.
ONE of the most interesting of the exhibits in the
great boiler plant annex to Machinery Hall is
the one placed by the Hoppes Manufacturing
Company, of Springfield, Ohio. The operative part of
the plant is of course, not in plain view of the visitor. It
is, however, large and effective enough, as both exhaust
heater and live steam purifiers for 5,ooo-horse-power of
Heine boilers are in active operation in the plant.
Besides this, under the care of R. J. Campbell, sales-
man for the house and World's Fair representative, there
may be seen a 300-horse-power exhaust heater and a live
MAIN PLANT OF WESTINGHOUSE, CHURCH, KERR A CO. — MACHINERY HALL.
direct current dynamos, furnishing the current for excit-
ing the fields of the alternating light machines.
In the Annex to Machinery Hall, two 125-horse-power
simple engines are doing duty driving the paper-making
exhibit.
In the Electricity Building is found the Kodak type
described last month in the Ri;vikw. This, it will be
remembered, is a 260-horse-power compound, direct
coupled to a Westinghouse 200-kilowatt multipolar rail-
way generator.
The Westinghouse, Church, Kerr Company has in
point of horse-power the largest exhibit at the Fair,
^yS''*^K3''"g 7,500-horse-power. To the engineer the
exhibit is of great interest, from the fact that it is the
largest display of direct coupling on the grounds.
steam purifier of the same capacity. The purifier pans
have been in use and carry the evidences of use. Both of
these latter appliances are placed upon the visitor's gallerj'
near the wall and are so concealed by the asbestos
covered piping that a just photograph is not possible.
A showcase near the visitor's register shows a number
of specimens of scale taker> from the Hoppes purifiers.
One in particular, a big hard lump of sulphates of lime and
magnesia, ought to be a nightmare to any boiler user who
turns unpurified water into his water tube boiler. Sev-
eral tough specimens of soft scale from the heater are
shown also. These are mainly carbonates. The city
offices of the company are at 8 "Rookery" and W. S.
Love, well known to power users, will be glad to talk
the matter over with all interested parties.
4;'>6
^tied.ll\ailM^j\eVm/
THE PHOENIX IRON WORKS.
THE three engines shown in the eastern part of
Machinery Hall by thePhoenixIron Works deserve
a longer mention than these pages can accommo-
date. As many of our readers will, however, probably
see these designs, it is not necessary to do more than state
the facts in the case.
The tandem compound condenser is the latest design
of the Dick & Church engine. In this engine the low
pressure cylinder is carried on a separate bed frame,
which forms the sub-base of the main engine. Previous
practice was to attach the rear to the forward cylinder,
which was supported from the bed frame of the engine.
The new construction is said to attain the double advan-
tage of greater rapidity and at the same time of allowing
THE STANDARD RAILWAY SUPPLY
COMPANY.
A NEAT space in street car row, L, n, 9 and 10, is
the objective point of many street railway man-
agers, from the fact that here the Standard Rail-
way Supply Company, of which T. C. Roberts is presi-
dent and Garson Meyers general manager, shows how to
keep cars warm during cold weather without cutting the
seats. These stoves have at various times been illustrated
by the Review, and are seen in so great numbers both
in Chicago and elsewhere that we refrain from giving a
more extended description.
The space is arranged with a short upholstered seat
section in the rear, upon which is placed a Standard car
TANDEM-COnirOUNI) EXIIIUIT OF DICK ,t CIIURCH MEADVIl.LE, I'A.
each cylinder to expand independently of the other, still
holding alignment. The hoods carrying the overhang-
ing cylinders are rigidly tied together by a rod, which
extends from one to the other, over the top of the high
pressure cylinder.
The automatic control of the valves of both cylinders
by the single governors is a valuable feature in this class
of engines, giving practically a regular receiver pressure,
and proper distribution of load and temperature between
the two cylinders at all points of cut off.
All the wearing parts of the engine are well made, and
the entire machine is built with the idea of electric rail-
way service requirements.
A triple expansion condenser of 500-horse-power and
a simple engine of 250-horse-power are also shown.
stove of the latest type. This one has a white enameled
drum about the pipe, and is a pretty as well as useful
piece of furniture. A roof above the stove is supported
by brass poles and tastilj' draped. On either side is
another heater of the same type with a blue enamel drum,
but set on a small stand close to the polished floor.
On the west side of the space is a 12-foot seat holding
a heater and designed to show the small amount of space
occupied by the heater even in a short car.
The space well shows the advantage of the Standard
heater, and attracts the attention of every manager visit-
in<r the row.
EvANSviLLE Street Railway Company is enjoined
from going up the river road to Howell, a suburb.
(^txid^^^aJ^yii^^Sl^^^
437
BALL OF ERIE AT THE FAIR.
ALTHOUGH not a large exhibit the Ball Engine
Company, of Erie, Pa., has a very satisfactory
display of their particular type adapted to central
station work. To the end, as a practical working exhibit,
the company has installed in the east end of Machinery
Hall one of their 19 by 36 by 18-inch cross compound
engines, capable of running from 200 to 250 revolutions
economically. This engine runs two 2,500-hght Edison
machines. The exterior of the engine is pleasing and it
is without doubt one of the most compact of all the power
producers in the Exposition, occupying a trifle less space
than a vertical engine of equal capacity, besides claiming
The low pressure cylinder valve is driven indepen-
dently by an eccentric not controlled by the governor.
Although not automatic it is adjustable by hand so that
the point of cut-off in the low pressure may be regulated
to suit the various conditions of load.
The one solid piece of steel forming the crank shaft is
machined off and key seated to receive the cast iron
counter balance weights. The counter balance weights
are disc shaped and keyed light to the shaft.
The governor, after the Ball method, has two weights
and two counteracting springs running out from the rim
of the governor pulley. Attached at one end to one of the
weight arms and at the other end to the piston rod of a
dash pot is a third spring. The dash pot consists of an
CROSS COMPOUND-
-EXHlIUTEn BY BALL ENGINE COMl'ANV' OF ERIE.
the advantage of easy access for manipulation and regu-
lation. The cylinders of the engine are placed close
together and it is designed as a condenser.
The special design of this type of engine, built first
about two years ago by the Ball Company, is for heavy
work and all parts are made with this in view. The
cranks are opposite each other one counteracting the
effect of the other, thus balancing the machine and giv-
ing quiet working at high speeds.
The high pressure cylinder valve in the engine consists
of two parts connected in telescopic fashion, allowing each
half to adjust itself to its seat. This arrangement makes
the valve really double faced. The valve is directly con-
trolled by the governor, making the only automatic cut-
off on the engine.
oil-filled cylinder, provided with a piston having an aper-
ture through which the oil passes, as the piston travels in
either direction. The spring is arranged for compression
or extension, so when the governor weights move the
third spring is held tense for a moment, giving stabihty to
the governor until the action of the dash pot releases the
tension. The speed is determined by the long springs
entirely. ,
This engine exhausts into a Worthington condenser.
The Ball Company has also a 60-horse-power simple
non-condenser, which has been in use for two years, giv-
ing the best of satisfaction. W. E. Hansen, erecting engi-
neer of the Ball Company, is attendant engineer, and
will be as glad, as he is capable, to explain the merits of
the Ball engine.
438
(ptfiQjdrJ^^A^^U^^
LANE & BODLEY AT THE WHITE CITY.
THE Lane & Bodley Company occupy their space
in section C, Machinery Hall, with three engines,
which furnish the power through countershafting
for an arc lighting plant composed of Thomson- Houston
machines. To the north is a 300-horse-power cross
compound, driving seven 50-light arc machines. This is
a piece of work of which Lane & Bodley are specially
proud. It is their latest new design, "Columbian." The
cylinders are 16 and 31 inches in diameter respectively,
by 42-inch stroke. It runs at seventy-six revolutions a
minute. Their agent who has charge of the exhibit,
says that they have tried to make a common sense
engine, leaving off all unnecessary sharp corners and
CORLISS AT THE CENTENNIAL.
S'
OME interest will no doubt be taken in a refresh-
ment of the memory as to the power and dimen-
^^ — >'sions of the famous Corliss engine, built by Geo.
H. Corliss for the Centennial in 1876. The Centennial
Corliss now doing duty at Pullman, was one of the finest
examples of its type ever made. It had a pair of 40-inch
cylinders of lo-foot stroke, and developed something in
the neighborhood of 1,250-horse-power while in opera-
tion. The length of its beams between centers was 25
feet and the diameter of its crank shaft was 19 inches.
Its fly wheel measured nearly 30 feet. The Centennial
Corliss turned 36 times a minute and the revolutions for
the exhibition were 2,355,300. This engine transmitted
LANE A liODLKV EXHIBIT.
forming a symmetrical piece of machinery. At the
south end of the space is a 300-horse-power tandem
compound that has been their standard for so many
years. This runs six 50-light arc machines. Between
the two engines mentioned is a simple engine, running
at eighty revolutions and driving four 50-light machines.
Lane & Bodley were among the first to finish their
exhibit, and it has been on duty furnishing light regu-
larly since the Fair opened, demonstrating in the most
practical way the suitability of these machines for central
station work.
On July 4th the Chicago City Railway maintained a
three-quarter of a minute headway with three and four
cars in a train all day. This breaks all records.
its power to a main jack shaft. It requires but a glance
to see the vast difference in power making and transmit-
ting of the present day when electricity does the rest.
There are four or five engines at the Chicago Exposition
that are of larger horse-power than the great Centennial
engine and the original Corliss would attract attention
only as a curiosity.
Application has been made for a receiver for the
Barre Sliding Railway Company. The capital stock at
which it was organized is $300,000. The structure,
partially built, is now on the Midway Plaisance. The
company asks the court to stay a seizure of the road for
a shart time, when it is claimed it will be in operation
and all debts paid.
^I^t J\aiWa^ j^evlew^
439
NEW PUBLICATIONS.
Taylor, Goodml'e & Amks are furnishing their customers andotliers
with a :;i2 page catalogue permanently bound in cloth and containing
illustrations and prices on nearly everything in the electric light and
railway supply line.
The 1S93 CATALOGUE of the Sperry Electric Railway Company, of
Cleveland, is a neatly arranged treatise on electric motors, in which tlie
advantages of the bevel gear is incidentally mentioned. It will interest
all street railway men.
The Ansonia Electric Company has just issued catalogue No.
44 B. This is a handy resume of house goods sold by the company. A
larger and more complete catalogue will soon be issued, but all who
express the wish can receive 44 B.
The University of Minnesota catalogue just out shows a healthy
condition of the mechanical and electrical engineering departments. As
formerly mentioned in the Review, the electrical engineering depart-
ment, under Professor Shepardson, is having a remarkable growth and
improvement.
The University of Wisconsin catalogue for 1S92-3 is at hand.
Professor D. C.Jackson, the well known electrical engineer, is in charge
of the electrical engineering department, and has had no small share in
giving the west the splendid educational advantages along electrical
engineering lines that it now lias.
The Bates Machine Company, Joliet, III., will begin mailing in a
few days their new catalogue. It is very tastefully gotten up and fully
illustrates, in fine samples of the engraver's art, the several types of
engines built by the Bates. The front cover will attract special atten-
tion, as it shows in relief a very perfect and complete outline of an
engine, with e\ery part clearly distinguishable — an effect very pleasing
and artistic.
Price List Number 6 has just been issued by the Okonite Company,
Ltd., from the New York headquarters, 13 Park Row. It is a pamphlet
of over fifty pages, containing a fund of valuable information concerning
the celebrated product of the company. The covers are rich in appear-
ance and elaborately designed, and show a lithographed title into which
the well known Okonite trade mark enters conspicuously. They have
adopted a new classification of insulators, designating them for low,
mediinn and high tension currents. Railway work comes under medium
tension.
Railway Apparatus of the Westinghouse Electric & Manu-
facturing Company is one of the most elegant descriptive catalogues
ever sent out to the trade. Between the handsome embossed covers will
be found descriptions of all the railway machinerv now made by the
company. Some details of manufacture are also given. Every part is
illustrated with a fine half tone engraving. Motors are first taken up;
the armature receiving special attention. Then follows the series multi-
ple controller and current diverter, and finally the generators, direct and
belt driven. The apparatus is the same that has been on the market for
some time, the fine performance of which has been shown to be fully up
to the fine appearance of the circular.
The Law of IncorporatedCompanies Operating Under Muni-
cipal Franchises. Street Railway Review, Chicago. Price, $15.
Three volumes. This is a set of books that should be in the hands of every
street railway attorney. The author of this work is Allen R. Foote,
Tacoma Park. D. C, the editing attorney being Charles E. Everett, of
Cincinnati, O. They are assisted by associate editors, one from eacli
state. This feature makes the treatise specially valuable, as each of the
associate editors is able to take up the subject as it is in his particular
state. The existence of so many corporations operating under munici-
pal franchises has created a demand for a law treatise dealing specially
with such questions, and as this work comes forward to supply this
requirement it should meet with a ready reception. It is indexed
thoroughly for quick reference. Indeed the whole of Volume III is an
index, so that there is no danger that the information contained in these
volumes will be unavailable.
lacking the time to carefully peruse even one journal from cover to
cover, we can heartily recommend the synopsis of current electrical
literature of the world that forms an essential part in Mr. De Land's
magazine, Electrical Engineering, and which is carefully arranged under
classified headings. In the June issue appear the titles of sixteen foreign
and 114 home publications sent to Mr. De Land for indexing, while the
preceding forty pages contain a digest of 330 articles, placed under
seventy-six headings. For instance, there are fifteen entries under the
heading, ''Meters and Measurements." A mere glance through the
work will indicate the amount of labor expended in its publication, a
work that gains an increased value as each succeeding number appears,
and one that merits the support of every electrical engineer, every
engineering society and every library.
Custer*s Last Battlefield.
\ P
A visit to this spot, which is now a National Cemetery,
extremely interesting. Here, seventeen years ago,
General Custer and five companies of the
Seventh U. S. Cavalry, numbering over
200 officers and men, were cut to pieces by
^r >^ the Sioux Indians and allied tribes under
y ^ Sitting Bull. The battlefield, the valley of
the Little Big Horn, located some forty odd miles south
of Custer, Montana, a station on the Northern Pacific
Railroad, can be easily reached by stage. If you will
write Chas. S. Fee, St. Paul, Minnesota, inclosing four
cents in postage, he will send you a handsomely illus-
trated 100 page book, free of charge, in which you will
find a graphic account of the sad catastrophe which over-
took the brave Custer and his followers in the valley of
the Little Big Horn, in June, '76.
THE COOK ELEVATED ELECTRIC RAIL-
WAY IN transportation building.
De LA>.•I)'^ Synoptical Index. To the busy man desiring to l<eep
abreast of the limes and in touch with the trend of teclinical thouirht, vet
THE Cook Elevated Electric Railway Company
have installed and in successful operation in the
Transportation Building a perfect working model
of the system already built in Tacoma, and which was
fully described in these columns last April.
The track is 50 feet long, in the form of an elipse, and
is faithfully constructed in all its parts to a scale of one
inch to the foot.
The immense crowd which gather around the exhibit
from morning until night are not only attracted by the
pretty working of the cars, but that the full sized con-
struction is capable of 200 miles per hour. We have
already confidently expressed our belief that the Cook
system not only can attain and maintain such a speed;
but that it can be accomplished with an absolute
guarantee of safety which is possessed by no other
known means of transportation. Of this anyone can
easily satisfy themselves by an examination of the
exhibit.
The system is simplicity itself, is not expensive to con-
struct, and can be rapidly built. When in operation it is
difficult to see where numerous repairs can arise. Sev-
eral of the best known capitalists in Chicago are behind
the project, and the next step will be to construct a large
line.
440
(^ticd.lF^aiWay'li^ytcv/
PERSONAL.
Prof. Geo. D. Shepardson, Minneapolis, was a June visitor at the
Exposition.
Wm Richardson, wife and daughter, Brooklyn, spent a week at the
Fair in July.
Waterman Stonh, of the Kansas City elevated, was a Fair visitor
earlv this month.
B. N. Pratt, manager of the Phoenix, Ariz., Electric Railway, has
returned from California.
C. F. Berry, of the Portland, Me., Railway Company, was an Expo-
sition visitor during the month.
Geo. G. Carter is the superintendent of the World's Fair exhibit of
the Ansonia Electric Company.
Henry Hurt, of Washington's cable road, was a June feature of
street car row at the Exposition.
David Young has become general manager of the Consolidated
Traction Company, of New Jersey.
Henry C. Meyer, Jr , is the representative of the Engineering
Record, of New York, at the Exposition.
John N. Murphy, of Cleveland, well known in street railway circles,
was a recent visitor at the Review office.
John Dick, general manager of the Phoenix Iron Woiks, of Mead-
vilie, Pa , was a Chicago visitor of the month.
W. W. Snow, manager of the Ramapo, New York, Wheel & Foun-
dry Company, was a Fair visitor during June.
A. S. Partridge, tlie well known supply man, recently supplied the
Street Railway Review with a pleasant call.
Chas. W. Dayton, the new postmaster of New York City, was for-
merly president af the Rome {N. Y.) Street Railway.
A, FiNDLAV Smith, of Hong Kong, China, and builder of the remark-
able mountain road there, was a Review visitor in July.
Frank A. Estep, president and treasurer of the R. D. Nuttall Com-
pany, of Allegheny, Pa., was a Chicago visitor during June.
J. R. Gathright, general manager of the United Tramway Sprink-
ler Company, was a Review visitor during his visit at the P'air.
J. M. Saeman, president of the Sheboygan, Wis., City Railway Com-
pany, was a July visitor at Chicago and the Street Railway
Review.
Secretary Chas. L. Wright, of the Toledo, O., Consolidated, was
a recent visitor at the Review office. Mr. Wright spent several days at
the Exposition.
A. A. Anderson, late secretary of the Indianapolis Citizens' Street
Railway Company, has removed to Cincinnati in the interest of the
Johnson lines there.
J. M. Thompson, who has successfully constructed so much cable
work in San Francisco, spent ten days at the Fair and went east to take
steamer for Europe, where he will make an extended trip.
Oscar Nycander, consulting engineer, and largely interested in
tramway and local steamer lines in Stockholm, Sweden, is visiting the
Fair, making a study of American railways, and was a caller at the
Review office.
A. J. Bates, secretary and treasurer of the Bates Machine Company,
Joliet, was a caller at the Review office. He reports their works as
brim full of orders and the Bates Corliss as in great favor with users.
Dr. Albert Shaw, editor of the Review of Re\ lews, New York,
and to whose ability and energy its wonderful success is almost wholly
due, was a frequent visitor at the Street Railway Review office dur-
ing his visit to the Fair.
B. H. Coho, of the New York office of the Waddell-Entz Company,
has combined two weeks of business and World's Fair, and has reason
to be satisfied with his success in both. He made headquarters with J.
H. Gates, Chicago manager.
Frederick J. Willson has severed his connection as general man-
ager of the lines at Battle Creek, Mich., and sold his interests there-
He has nearly completed arrangements for a future undertaking and will
have something of interest to announce very soon.
L. A. Carr, general manager of the Schenectady Street Railway
Company, has resigned his position on account of ill-health. H. S.
Cooper, of Washington, D. C, will succeed him. Mr. Carr leaves
Schenectady to the regret of all the citizens, and his many friends hope
that rest may restore his health.
Dr. Kollmann, owner of one of the tram lines in Frankfurt, Ger-
many, spent three weeks at the World's Fair, making the Review office
headquarters. The doctor is now making an extended trip on the
Pacific coast, and on his return to Europe will prepare a report for the
German Tramway Association of what he has found in street railway
practice here.
R. D. Nuttall, whose name and appliances are so well known to
every street railway man in the land, has resigned from the company
which bears his name and will soon be heard from in conneciion with an
important company for the manufacture of street railway supplies. Mr.
Nuttall, though one of the youngest men in the trade, is possessed of
ability and a wonderful energy which deserves and achieves success.
Hermann von LiTTROw,of Vienna, who has been spending a month
here, was a visitor at the Review office. He has been preparing an
exhaustive report on railroads for the Austrian government, whose rep-
resentative he is, and has made a most thorough and complete investi-
gation. Mr von Liltrow is a very pleasant gentleman, and has made
many friends, who regrtt his visit cannot be long enough to cover the
balance of his life.
Other street railway visitors to Chicago during the
month include: —
E H. Mehl, Erie, Pa.
J. H. McGill, Denver, Col.
H.C. Tafel. Louisville, Ky.
N. H. Pattee, Monmouth, 111.
A. R. Jenkins, Henderson, Ky.
Ernest Harper, Anderson, Ind.
T. E. Theberth, Newark, N. J.
C. A Chase, Mlddletown, Conn.
Frank Rogers, Muskegon, Mich.
Thos. B. Dixon, Henderson, Ky.
C. A. Wildt, Long Island, N. Y.
Henry A. Everett, Cleveland.
Geo. N. Engert, Springfield, O.
W. H. Sinclair, Galveston, Tex.
L. M. Thomas, East Liverpool, O.
A. H. Bradley, New Haven, Conn.
Jas. R. Goodrich, Hartford, Conn.
Homer E. Safford, Plymouth, Mich.
J. H. Konersman, Indianapolis, Ind.
Chas. L. Wright, of the Consolidated, Toledo, O.
Geo. p. Widner, of the Philadelphia Traction Company.
Guy Wilkinson, Promotor Washington & Baltimore Electric Rail-
way.
(j^tic£t9^a*lM^9^VleW*
441
President J. M. Seaman, of Sheboygan, Wis., Cit^ Street Railway
Company.
Chas. Cleminshaw, president of the Troy City Railway Company,
Troy, N. Y.
S. F. Hazelrigu, formerly purchasing agent Citizens' Railway,
Indianapolis.
S. C. HoLLEY, vice-president Danbury & Bethel Horse Railway,
Danbliry, Conn.
Chas. H. Austin, Chas. J. Ober, of Nashua, N. H.; W.H. Browne,
Greenville, Mich.
M. E. Jones, Cripple Creek, Col.; F. L. Cuddeback, Pueblo, Col.,
6j27 Lexington avenue; C. W. Case, Milwaukee; Geo. H. Keating, Bay
City, Mich.
E. H. Fox, Phoenix Glass Company; H. Macfarland, Austin, Tex.;
H. P. Richardson, Concord, N. H. ; M. T Burke, manager Terre Haute,
Ind., Street Railway Company.
W. W. McNamee, Wabash, Ind ; H. M. Lyman, Canton, O ; J. F.
Pratt, Indianapolis, Ind ; Walton Stone, Kansas City Elevated; J.
Luttrell Murphy, Lexington, Ky.
George C. Rough, Peoples' Street Railway, St. Joseph, Mo ; F. W.
Henshaw, Ft. Worth, Tex.; P. H. Hoover, New York; Ch»s. L.
Wright, Toledo, O; Chas. S. Smith, Denver, Col.
John J. Cruikshank, Jr., Hannibal, Mo; Eugene Shaw, Eau Claire,
Wis.; Walker Miller, superintendent Streator (111.) Street Railway; Jas.
Lillie, president Escanaba (Mich.) Street Railway; Chas. Wenstenfeld,
manager Elgin (III.) City Railway.
Harry Noll, Williamport, Pa.; C. S. Wakefield, Dallas, Texas; E. T.
Cridge, Troy, N. Y.; C. G. Hussey, Pittsburg, Pa.; J. H. Martin, Pitts-
burg; Ed. Atkinson, Jr., Henderson, Ky.; George D. Durham, Phillips-
burg, Mont.; H. E. Safford, Plymouth, Mich.
W. S. Poling, Anderson, Ind.; Marcellus Reid Cleveland, O. ; E. B.
Rhea, Joplin, Mo ; F. Wayland Brown, Youngstown, O. ; Fred P.
Werner, Milwaukee; Chas. H Dolger, Milwaukee, Wis ; F. J. Wilson,
secretary. Battle Creek, (Mich ) Electric railway; Andiew Smith, Mus-
catine, la.; W. F. Si}. Barnes, Rockford, 111.
THE
HIEATZMAN UNDERGROUND
TROLLEY SYSTEM.
WHILE the conduit system will naturally be
confined to the larger cities there is a strong
and growing interest in its success. The
Hieatzman system of conduit electric railway is based
on a series of patents granted to A. E. Hieatzman, of
n
purpose of holding the underground trolley. Having a
single and independent conduit, it is claimed, reduces the
cost of construction. With this .system as proposed, there
is also plenty of room to drain the conduit, a necessity
not always provided for. Our engravings show sections
through the yokes or supports. At all other places the
conduit is open from the slot to the masonry bottom.
Cleaning of the drain is accomplished by flushing from
the city water works. Ordinarily it is intended to have
SIDE VIEW. — THE UNDERGROUND TROLLEY. — END VIEW.
the conduit three feet deep. As shown in our engraving,
the center can be used as a duct for electric light, tele-
phone or telegraph wires. It goes without saying that
the conduit is entirely independent of the track and can
be laid where the track is already down. The trolley
conductors are to be of steel rail well bonded. These
conductors are well protected from the slot, and the
trolley arm is specially designed for conduit work, part
of the arm being hard rubber. Jn very wet places the
conduit would be made as deep as is necessary to
carry off all the water.
o
CROSS SECTION — HIEATZMAN CONDUIT SYSTEM.
Baltimore. The distinguishing characteristic of this sys-
tem is the location of the conduit, which is placed
between the tracks. There are some manifest advan-
tages to be obtained by the location of the conduit
between the tracks. The most important of these is, that
at the conduit and its environments do not have to serve
as a roadbed. Not being hampered by the necessity of
making a conduit and roadbed in one, the inventor has
a chance to design a conduit for the express and single
Kansas City railways report heavy increase of traffic
for the last si.\ months.
The operation of electric cars in Baltimore raises
such a dust the company is about to put on sprinkling
cars.
John A. Coyle has resigned the presidency of the
Lancaster Traction Company, and also of the Lancaster
and City.
442
(^ti^li\aUM^xiy'j\cVicw^
ELECTRIC LOCOMOTIVE AT THE WORLD'S
FAIR.
ELECTRIC motors have been gradually creeping
up in size to a point where they can be favor-
ably compared with steam locomotives. The
motor cars on the Intramural railway have hitherto been
the nearest competitors the iron horse has had, but the
General Electric Com-
pany has outdone itself
by putting on exhibi-
tion just south of the
motor truck. The fields are cast iron and the armature
coils sunk in mica lined slots. The armature shaft, which
is hollow, is connected to the locomotive axle inside of it
by a universal coupling. With the series-parallel con-
troller which is used it has been proven that the starting
is smoother and the speed more easily regulated than on
a steam locomotive. The engineer's cab rests on the
heavy I beams of the truck. Air for the brakes is com-
pressed with a pump having a diameter of 6 inches, with
a 6 inch stroke and run by a small motor running regu-
larlj^ at 675 a minute. The rheostat governing this motor
is automatically regulated by the air pressure. On long
Transportation annex, a 30-ton elec-
tric locomotive, built at Lynn. It is
the first machine of the kind to
operate under the same conditions as
a steam locomotive. The normal
speed for which it is designed is 30
miles an hour, and it is of course best
suited for elevated railway and light
railroad work. It is a compact
mass of iron and copper, running on
four 44-inch wheels and measuring
15^ feet long, ii>i feet high and 8
feet 4 inches wide. The draw bar
height is 2J^ feet from top of rail.
The calculated draw bar pull is
12,000 pounds. The motor armatures are directly on the
axles and the motors are attached to the truck frame
LONGITUDINAL SECTION ELECTRIC LOCOMOTIVE.
lines the cost of overhead copper necessary to run such
locomotives is prohibitive in the present state of the art,
but for crowded lines in cities where the condi-
tions are most favorable for generating power in
large quantities and where noise and dirt are
serious objections, the electric motor has an im-
mediate field and will probably come into use in a
short time.
THE PIER MOVEABLE SIDEWALK.
MOTOR TRUCK, ELECTRIC LOCOMOTIVE
hrough spiral springs, allowing a play of the wheels on
an irregular roadbed. These springs have the same
mission as the motor cushioning spring on an ordinary
AFTER numerous vexations, delays in get-
ting power from the Exposition Company
several weeks elapsed after the mechan-
ical arrangements were perfected before suffi-
cient power was turned on to keep the walk
moving. About July i, however, the department
at Machinery Hall acquired power enough and
since then the walk has been in successful com-
mission.
The successful consummation of the idea is
particularly grateful to Max E. Schmidt, who has
been untiring in his efforts for its completion and to R-
McC. Smith, whose constant attendance and earnest
efforts as manager is deserving of particular mention.
(joti€d/j\aiUvWj\£y^
44:5
I The tramway power station at Hobart, Australia, is
nearly finished.
The lines at Havre, Lyons and Bordeaux are chang-
ing over to electricity.
Milan is to have an electric railway 3}^ miles long,
equipped with the Thomson-Houston system.
The Liverpool Overhead Railway Company are sell-
ing tickets at a reduction of ten per cent on amounts
over one pound.
The habit of some English tramways of charging
extra fares on Sunday was recently brought before Par-
liament for action.
The tramways of Glasgow will in a year's time pass
into the hands of the city. The municipality has already
placed an order for 200 cars.
The high price of hay in England at present is making
tramway managers feel blue, and may have some effect
in hastening the adoption of electricity.
The Madras (India) Electric Tramways Company has
decided to adopt the conduit system. As nearly as can
be made out from the descriptions, the conduit used will
be a plain open one, similar to a cable conduit.
The Laurent-Cely accumulators have been at work on
some of the Paris tramways since last November.
Another line has recently been put in operation between
the Opera and St. Denis. About 1 1 miles are now so
worked. The storage battery will be put on all the
lines.
Is the tramways-telephone case. Sir Courlenay Boyle
says that " at Preston where the electric lighting com-
pany's conductors were not sufficiently protected from
earthingrarcing had taken place, and certainly gas and
water pipes had been materially injured, and a very seri-
ous accident was narrowly avoided. The water pipes
were eaten away by electrolytic action."
The London Electrical Review, under the head of
"Leakage Current from Electrical Tramways," says:
" It is generally admitted that the electrical tramway
companies never intentionally use the earth as a return.
One of the tram lines is generally used, the rails being
bonded together with a copper strip or wire in order
to make a continuous length. The question which arises
in our minds is whether some improvement might
not result by transversely connecting the two rails
at intervals with a copper wire. It seems reason-
able to assume that there might be some advantage
in doing this. Perhaps some of our readers may have
had experience in this direction; if so, we should be glad
to have their views. On referring to a back number of
an American magazine, we find that this plan has been
adopted on an American line."
HALF WAY UP IN THE FERRIS WHEEL.
The above illustration is from a photograph taken
from one of the cars of the Ferris Wheel at the moment
when the car was half way up. The immense steel shaft
is plainly seen, and the girders and braces which form
the structure are also clearly shown. The view is taken
looking west.
ArrROAClUNU TOI" OF WHEEL.
444
(^lJied.l?(aiWay-j^yk\/
HALF FARES,
Interesting Facts from All Parts of the Country Boiled Down for
Busy Readers.
The Omaha street railway are putting in smoke con-
sumers in compliance with recent smoke ordinance.
The driving drums of the Broadway cable plant will
be enlarged from 12 to 16 feet for higher cable speed.
It is proposed to fit up an electric railway plant as a
feature of the electrical engineering course at Cornell.
The Dartmouth & Westport, Mass., Railway have
improvised a tower car for overhead line work out of an
old box car formerly' used for freight.
A NEW car on the Sixth avenue "L" line, in New
York, is said to have such elastic springs as to cause
a case of seasickness.
Another underground conduit railway was tried at
Coney Island, June 18. The system is the property of
the Universal Electric Company.
It is said Russel Sage is responsible for the absence
of smoking cars on the Manhattan L, and that he does
not approve of the nicotine vice.
The water works company at Pueblo, Col., have
rented current from the electric railway to operate an
electric fountain at the Colorado Mineral Palace.
The Reading, Pa., Morning Herald, published a pro-
fusely illustrated Columbian edition, in which the street
railway system of that citj' received a full page descrip-
tion.
A VERY sensible and proper city ordinance is about
to be adopted in Richmond, Va., making it unlawful for
funeral processions to take possession of the street car
tracks.
The Pasadena & Mt. Wilson Railway, connecting
the city with the summit of the mountain, and fully
described in the Review in previous issues, was opened
July I, and is in dail^' operation.
The electric road in San Diego, Cal., is about to
spend $75,000 on a park to contain 160 acres, and to be
modeled after the famous park in Honolulu, where an
engineer is now copying the plans.
The Chicago & North Share has opened up the
southern portion of its line between Chicago and
Evanslon. The traffic outlook is very bright. The
power house, now nearly complete, is at Edgewater.
The electric lines of the Chicago City Railway on
Sixty-first and Sixt^'-lhird streets have been doing a land
office business lately. It is no uncommon sight to see
one motor car hauling two heavily loaded trailers.
The Philadelphia Record says of the trolley that "It
has been tried for months in a densely peopled section of
the city, and under this severe test the dangers to life and
property attributed to this system have proven mythical."
The Electric Railway & Power Company, of Tillin,
O., recently opened up a beautiful pleasure resort called
Riverview Park. Streams are made use of in various
ways, both to furnish boating and romantic waterfalls and
rivulets.
In New York they have mashers and "glarers." A
fflarer is a lon<r eared creature which infests the L cars
and persistently stares at the pretty girls; which latter
want separate cars from which the glarer shall be
debarred.
Business men in Pittsburg are beginning to seriously
consider the question of side tracks into their warehouses
and wholesale houses, with a view to running freight
cars from steam roads at night, over the cable and elec-
tric lines.
It is suggested that where tracked streets are paved
with sheet asphalt, that the company be allowed to use
asphalt blocks outside the rails, or at least at joints. This
would very greatly reduce the expense of raising joints
and other track repairs.
A. F. EsPERSON, of Seattle, Wash., has invented an
indicator for notifying the occupants of houses along the
line who may desire it, of the approach of a car, so that
they may have time to catch it, and not be obliged to
waste time watching for it.
An odd suit was brought against the Omaha Street
Railway, in which a fireman claimed $15,000 for being
required by the engineer to fire the boilers on a day
when he was not feeling well. The court decided the
company was not responsible for the commands one
employe gave another.
The New England Street Railway Company, capi-
tal $5,000,000, in $25 shares, now owns the Winchester
avenue line, of New Haven, Conn., and also those of
Plymouth, Gloucester, Natick, Haverhill and Amesbury.
The company's business is to own, operate, purchase,
sell and construct street railways.
Duplicate cables are being laid in the Broadway lein.
New York, to guard against any possible accident, and a
telegraph system with boxes at intervals of five and six
hundred feet will, when finished, enable the conductor to
be within easy communication with the power house.
A similar system of electric signals has long been in use
on the West and North Side lines in Chicago.
A Cleveland reporter who appreciates a good thing,
and a nine mile ride for five cents, managed to smufrsile
the following into one of the dailies there: "There is
no other city in the country that gives so much oppor-
(^ijuetif^adiWc^u^iaW'
445
tunity as Cleveland in this regard, and thousands take
advantage of it on warm nights. Street railways may be
octopuses and monopolies and all that sort of thing, as
corporation counsels call them, but they are splendid
thintrs to have about."
Andrew Carnegie thinks it is the "robber baron"
who is now being robbed, and names tlie eitrhth won-
der of the world as the following: Two pounds of iron-
stone purchased on the shores of Lake Superior and
transported to Pittsburg; 2 pounds of coal mined in
Connellsville and manufactured into i '<( pounds of coke
and brought to Pittsburg; one-half pound of limestone
mined east of the Alleghenies and brought to Pittsburg;
a little manganese ore, mined in Virginia and brought
to Pittsburg, and these 4 3^2 pounds of material manufac-
tured into one pound of solid steel and sold for i cent.
The Broadway cable cars, as predicted in the Review
two years ago, are creating a noticeable current in the
great procession of vehicles on that street. The Adver-
tiser recounts a recent experience thus:
It gladdens the gripmen, most of whom are old drivers, to see how
briskly tlie teamsters lash their horses and turn sharply out in obedience
to the first clang of a cable car bell. There was an almost impenetrable
jam of trucks and wagons on Broad w.ay just above Chambers street.
Two policemen worked like beavers to break tlie pack. They made but
little progress. Presently a cable car came sailing up IJroadway. The
gripman rang his gong three or four times about inidway of the line of
Citv Hall Park, and without reducing his speed bowled along toward
the glut of vehicles. The teamsters wei'e instantly stirred into amazing
activity. Those astride tlie uptown track lashed their horses while roar-
ing at those round about to "get a move on." Horses reared and plunged
whips cracked and in a jiffy an aisle was opened for the swiftly approach
ing car, the gripman of which grinned tant.iliziiigly at the teamsters as
he passed them.
"old VIENNA'' — MIDWAY PLAISANCE, WORLD'S FAIR.
"TiCKKT," said the collector, to a holder of an a nual
pass, who being a frequent rider believed his face so well
known as not to require the formality of showing his
pasteboard.
"My face is my ticket," replied the dead head.
"Very well," said the conductor, rolling up his sleeves,
" my orders are to punch all tickets."
TYPE "G" OVERHEAD MATERIAL.
THE great and increasing popularity of the standard
appliances of the Railwa}' Equipment Compan}',
Pullman Building, Chicago, and the reputation of
the company for furnishing only the best class of mater-
ial, makes a description and illustration of such devices of
interest to purchasers. During the last five years this
company and its predecessors, all under the management
of W. R. Mason, have equipped hundreds of electric
roads with the most satisfactory material. The illustra-
tions show the type "G" overhead material, which has
been adopted by a large number of the leading electric
roads during the last two seasons. It is claimed this
material is superior on some accounts to an}' other now
on the market. All of the castings are made of malle-
able iron, the Railway Equipment Company being the
first to adopt this material. The Chicago clamp is too
well known to need any extended description. It is in
use from Maine to California, as well as in foreign coun-
tries. The insulator is in one solid piece and is an abso-
lute protection against leakage. This advantage is
readily appreciated by practical men. The insulating
material is the special hard rubber composition adopted
b}' this company several years since, and which has the
best insulating and lasting qualities. The type "G"
material is also made in bracket and bridge hangers.
Gico. WooDW.\RD, retiring foreman of the Noble street
barn of the West Chicago Street Railway, was presented
a handsome diamond ring by his associates. Woodward
becomes clerk of the Circuit Court.
44(3
(^tLectj\aiU^
CAUGHT ON THE RUSH TRIP.
American Street Railway Association.
D. F. LONGSTREET. Pbesident. Denver. Col.
DR. A. EVERETT, Fibst Vioe-Phesident. Cleveland. O.
JOEL HURT, Second Vioe-Pbesidknt, Atlanta, Ga.
W. WX)RTH BEAN, Third Vioe-Pbesident, St. Joseph. Mich.
WM. J. RICHARDSON. Seohetaby and Treasuher. Brooklyn, N. Y.
Eieoutite Committee— The President. Vice- Presidents, and John G.
Holmes, Pitlsburtr. Pa.-. J. D. Cbimmins, New York City; Thos. Minary, Lonis-
ville, Kv.; Jas. R. Chapman, Grand Rapids, Mich., and Benj. E. Charlton-
Hamilton, Ont.
Next meeting, Exposition Building. Milwaakee, third Wednesday in October.
Massachusetts Street Railway Association.
President, Charles B. Pbatt. Salem; Vice-presidents. H. M. Whitney, Boston,
Amos F. Breed, I-ynn. Frank S. Stevens; Secretary and Treasurer, J H. Eaton,
Lawrence.
Meets first Wednesday of each month.
Ohio State Tramway Association.
President A. E. Lang. Toledo; Vice-president, W. J. Kelly, Colnnibas; Secretary
and Treasarer, J. B. Hanna, Cleveland; Chairman Executive Committee, W. A.
Lynch, Canton, O.
Meets at Cincinnati on the fourth Wednesday in September, 1S93.
The Street Railway Association of the State of
New Jersey.
President, John H. Bonn, Hoboken; Vice-president, Thos. C. Babr, Newark,
Secretary and Treasurer, Charles Y. Bamford, Trenton; Exectitive Committee,
Officers and C. B. Thi-hston. Jersey City; H. Romaine, Paterson; Lewis Per-
KINE. Jr., Trenton.
The Street Railway Association of the State of
New York.
C. DENSMORE WYMAN, President, New York.
D. B. HA8BR0UCK. First Vice-president, New York.
JAS. A. POWERS. Second Vice-president. Glen Falls.
W. J. RICHARDSON, Secretary and Trevsureh, Brooklyn.
Executive Committee.—D. F. Lewis. Brooklyn; John N. Beckley, Rochester,
J. W. McNamara, Albany.
The next meeting will be held at Rochester, September 19, 1893.
Pennsylvania Street Railway Association.
JOHN A. COYLE. President. Lancaster.
JOHN G. HOLMES, Vice president, Pittsburg.
H. R, RHODES, Second Vice-president, Williamsport.
L. B. REIFSNEIDER. Secretary, Altoona.
WM. H. LANIONS, Treasurer, York.
Next meeting. Harrisburg, September ti. 1893.
Alabama.
Mobile, Ala. — ^Committee of the general council agree to allow the
Mobile Street Railway to extend.
Arizona.
Phoenix, Ariz. — The Valley Street Railway Company has changed
its name to the Phoenix City Company, and increased its capital to
$1,000,000. The directors of the new company are William Christy, B.
N. Pratt, H. B Mitchell, C. F. Ainsworth, George W. Creighead. "The
line will be built this summer," says Mr. Pratt.
Arkansas.
Little Rock, Akk. — Circuit court renders judgments against the
City Electric Railway as follows: People's Bank of Paris, III., $15,754;
National Bank of Grand Rapids, Mich., 115,247; First National Exchange
Bank of Port Huron, Mich., !^5,ooo. These were for notes given by the
street railway and discounted. All the cases were appealed.
California.
Oroville, Cal. — Council repeals F, C. Danforth's railway, power
and light franchise.
San Diego, Cal. — Tlie electric railway is to build a park and sum-
mer resort to cost $75,000
Oakland, Cal — The board of public works is ordered to tear up
certain tracks of the Oakland Consolidated.
Los Angeles, Cal.— Geo. L. Bush, Fred Carter, John T. Jarvis,
al , incorporate the Riverside Electric Company at $100,000, to build an
electric railway.
San Francisco, Cal. — The Southern Pacific Railway Company
wants loop rights at the foot of Market street. This will give the com-
pany great advantage over other lines. The matter was laid over one
week by the State Board of Harbor Commissioners.
San Francisco, Cal. — The S. F. & S. M. R. R. Company suffers a
defeat in court, the General Electric Company having obtained every
legal sanction to take possession of the machinery in law. President
Behrend Joost says that a private assignment has avoided a crisis.
Canada
Montreal, Can. — The Corriveau- Williams syndicate has transferred
its franchise and interests to the Montreal Park & Island Company, of
which Louis Beaubien is president. Williams, Corriveau, D. A. Smith
et al. are stockholders.
Chicago.
Chicago.— The Siemens- Halske Company, of America, certifies to
increase of capital stock to .f 1,000,000 from $500,000.
Chicago. — Marcellus Hopkins has been appointed general manager
of the Alley L. Vice W. T. Barnard granted leave of absence.
Chicago. — It is said that the North Chicago Street Railway Company
will buv the southwest corner of LaSalle avenue and Illinois streets for
new shops.
Chicago. — A. H. Hill says of the Jefferson Street Railway Company
that cars will be running in September.
J. P. Mallette, of the EnglewouJ & Chicago, says his line will
surely be built this year.
Colorado.
Pueblo, Col. — City Railway may move its fair grounds line as
injunction has been dissolved.
Colorado Springs, Col. — Manitou town council declares M. A.
Leddv's franchise illegal and matter was laid on the table.
Denver, Col. — Denver Consolidated Electric Company brings suit
against the Standard Underground Cable Company for $52,490.88.
Claims that a cabled delivered was useless.
Denver, Col. — The Tramways will sell the Broadway power house
and build a new one. The Pearl street addition will extend from Ala-
meda avenue two miles, and connect with the South Tremont line.
Denver, Col. — Pleasure Resort Railway Company incorporated, to
build line through North Denver. Elects officers: President, E. E.
Sommers; vice-president. L. F. Kimball; treasurer, C. C. Skiles; secre-
tary, W. Thorm; attorney, F. J Haugh. Liberal aid is promised.
Denver, Col. — A floating indebtedness of !f 100,000 is to be cleared
from the Tramway's books. The present capitalization of $1,000,000 is
200 per cent above par and it is thought best, therefore, to increase the
capital to $3,000,000, The corporation will thus reorganize. The build-
ing will go up soon.
Connecticut.
Norwich, Conn. — W. A. Larrabee resigns superintendency of the
street railway in favor of John Wilcox.
New London, Conn. — M. B. Waller resigned June 15 as superinten-
dent of the Horse Railway Company. Mr. Crocker, of Boston, succeeds
him.
(^t{cct5\mUv^j\eA/lW'
447
Hartford, Conx. — Hartford & Wethersfield Street Railway Com-
pany is authorized to change to electricity, to extend, and increase capi-
tal stock to $1,000,000.
Hartford, Conn. — Chartered: Hartford, Manchester & Rockville
Tramway Company, with Maro S. Chapman, N. T. Pulsifer, A. D.
Claflin, A. J. Wickham, E. C. Hillard, \V. H. Prescolt, Geo. Maxwell
and E. Stevens Henry as corporators. Capital stock is $200,000.
Enfield, Conn. — Incorporated: The Enfield & I.ongnieadow Elec-
tric Railway Company, by Chas. H. Briscoe, John L. Houston, J. War-
ren Johnson, Joseph N. Allen, Lyman A. Upson, Thompson S. Grant,
Benjamtn F. Ford, Loren H. Pease, Chas. W. Clark, Geo. B. Fowler,
Geo. T. Mathewson and Geo. F. Chapin. The authorized capital is
$30,000, which may be increased to i> 100,000.
District of Columbia.
WASriiNGTON. D. C. — The Washington & Arlington rond will extend.
This is the result of the recent litigation.
Idaho.
Kendrick, Idaho. — The new tramways scheme to build from Ken-
drick to the Potlach Ridge will be a farmers road and the cost is esti-
mated at $4,000.
Weiser, Idaho. — The Idaho Electric Railwaj', Light & Power
Company files articles of incorporation. To build from Weiser to
Seven Devils. H. T. Randall and Ohio capitalists are interested.
Illinois.
Alton, III. — The Alton Electric Street Railway Company will put
four new engines in its power liouse.
Alton, III. — The electric will not probably be built to upper Alton.
The old horse line franchise interferes.
Belleville, III. — All franchises of the St. Louis & Belleville Rail-
road Company are revoked for non-compliance with terms of franchise.
Chillicothe, III. — A. H. Reutinger is appointed receiver of the
street railway. , It is understood that this means completion and better-
ment of the line.
Alton, III, — Directors of the Alton Electric Railway elect J. F.
Porter, vice president and general manager; J. H. White, secretary, and
J. G. White, treasurer.
Indiana.
Indianapolis, Ino. — Citizens Street Railway buys cars of the St.
Louis Car Company.
Indianapolis, Ind. — Citizens Street Railway Company will build a
new power house. Site chosen.
Logansport, Ind. — The Logansport Sirect Railway Company
increases capital from $10,000 to $200,000.
Indianapolis, Ind — A. A. Anderson, formerly secretary of tlie
Citizens, goes to Cincinnati in the employ of the Johnson's new line.
Elwood, Ind. — It is proposed to extend the electric line to the Alex-
andria stone quarries ; hauling stone and gravel in addition to passengers.
Michigan City, Ind. — H. W. Albee, of Chicago, is here looking up
the sale of the Automatic Turning Work*s boilers for use in the Lake
Citie's power house about to be built.
La Fayf.tte, Ind. — La Fayette Street Railway Company gives mort-
gage to the Real Estate & Trust Company, Philadelphia, for $225,000, to
be used in paying debts and buying equipment.
North Vernon, Ind.— The North Vernon & Vernon Street Rail-
way elects directors and the following otHcers: H. Grinstead, presi-
dent; L. T. Wilkerson, vice-president; J. C. Cope, treasurer; E. L.
Wagner, secretary ; S. H. Grinstead, Albert Amick and J. S. Bailey,
executive committee.
Indianapolis, Ind. — Citizen's Street Railway Company secures
important ruling in the franchise case. The decision means that the
city had no right to grant a franchise to another company during the
charter life of the Citizens' Company, and in so doing the city has
violated its contract.
Greencastle, Ind. — The Greencastle Street Railway reorganizes.
The capital stock has been increased from $10,000 to $100,000 and the
following directors have been elected : Jesse W. Weik, Frank G.
Gilmore, James H. Dietrick, John S. Dowling and Henry C. Lewis.
The company proposes to use electric and horse power.
Iowa.
Sioux City, Ia. — The Cable Company has gone into the liands of a
receiver.
Cedar Falls, Ia. — A streetcar line from Normal to Cedar- Falls is
a feasible thing.
Cedar Rapids, Ia. — Bids will be received by the city for a large
amount of brick paving.
Dubuque, Ia. — Dubuque Light & Power Company files deed of
trust with Old Colony Trust Company, of Boston, lo secure $400,000
bonds, payable in seventeen years, at 6 per cent interest.
Iowa City, Ia. — Haines Bros. & Tilden,of Kinderhook, N. Y., assure
Iowa Citv through the General Electric that a road will be built here.
G W. Atterbury, representing the Haines Company locally, has just
arrived.
Fr, Madison, Ia. — Following are new officers for the Street Railway
Company: President, D. A.Morrison; secretary, Howell Jones; treas-
urer, J. C. Brewster; directors, J. B. Morrison, Chas H. Peters and^A. S.
Johnson. The president was authorized to communicate with a view to
replacing mule power by electric power.
Sioux City, Ia. — President John Pierce asked that a receiver be
appointed for his road, the Sioux City Cable, and Chrys Mohler, former
superintendent, was appointed such. The D. T. Hetiges failure, and
inability to realize on bonds, resulted in the failure. Since the start the
road has lacked $75,000 for paying operating expenses.
Kansas.
Junction City, Kas — Chas. C. Adams, Kansas City, agrees to put
in railway and light system here on fair terms.
Kansas City, Kas. — General Manager Clark, of the West Side, says
he will have the West End extension ready in a few days.
Kentucky.
LouisvtLLE, Ky. — The Louisville Steam & Electric Motor Company,
burned some time ago, winds up its affairs. The stockholders will
realize 50 cents on the dollar.
Louisiana.
New Orleans, La. — The stockholders of the Crescent City Com-
pany agree to the merger with the New Orleans Traction Company.
New Orleans, La. — The Crescent City Railroad Company make
transfer of stock to the New Orleans Traction Company amounting to a
merger. Mr. Littell presided at the meeting.
Maine.
Fairfield, Me. — A. F. Gerald, of this place, is making preparations
for building his new lines at New Brunswick, Calais and Mt. Stephens.
A bridge is to be built by the towns interested.
Massachusetts.
Holbrook, Mass. — Parties holding franchise in Braintree ask for
rights here for line.
Springfield, Mass — The street railway companies will be com-
pelled by the city to use fenders.
Worcester, Mass. — The Consolidated Street Railway Company
ask for a belt line, which will probably be granted.
448
(^ti^»^iWarj^ylc\/
Attleboro, Mass. — H. M. Daggett, Jr., has bought the majority oi
stock of the Attleboro, North Attleboro & Wrenthan Street Railway
Company.
Newton, Mass. — The Newtonville & Watertown Street Railway
Company elects the following officers: President, George W. Morse;
treasurer, James W. French; clerk, John C. Lane. It is said this list
will finish the construction and resign. It is thought the line will then
be absorbed bv the Newton & Boston.
Newburvport, Mass. — The People's Street Railway Company to
build line from Newburyport to West Newbury elects officers, president,
F. S Car, West Newbury; clerk, F. W. Noyes, West Newbury; treas-
urer, H. O Delano, Merrimac; directors, F. S. Carr, West Newbury;
H. O. Delano, Merrimac; J. S. Payne, Amesbury; Thomas Smith, O.
G. Chase, F. W. Noyes.
Haverhill, Mass — Haverhill, Groveland & Merrimack Valley
Railways go out of existence by combination with the Lawrence, Lowell
& Haverhill Company. N, E. Norton will take the management of
the Lawrence division and Franklin Woodman of tlie Haverhill lines.
President Campbell will be general manager, M J. Eila!"d,ass;stanttreas-
urer, and H. E. Abbey is in charge of the accounts, and G. E. Tripp is
the auditor of the company.
Maryland.
Frederick, Md. — Loren N. Downs, New York, has been elected
president; Dr. Upton Sharretts, of Frederick, vice-president; Edgar L.
Miller, of Frederick, secretary, and C. V. S. Levy, of Frederick, attorney
of the Frederick & Middleton Electric Railway. It is expected that
ground for the new road will be broken in about ten days.
Michig:an.
Detroit, Mich — W. H. Wells, as attorney for Hugh McMillan, buys
the Detroit Electrical Works for $1,000,000.
Benton Harbor, Mich — Public meeting decides against street
lighting by the Street Railway Company. No car track extensions will
be made either, consequently.
Detroit, Mich.— Fort Wayne & Belle Isle Street Railway elects
directors: E. H. Butler, E. S. Heineman, Seligman Schloss. D. M. Ferry,
D. Whitney, Jr., N. W. Goodwin and F. G. Russell.
Battle Creek, Mich. — The Citizens Electric Company's board of
directors elected the following officers; President, Frank Turner; vice-
president, W. H. Mason; secretary, Joel Hopkins; treasurer, Fred A.
Alwardt.
Minnesota,
Minneapolis, Minn. — The Street Railway Company
f6,ooo car barn at Lake Harriet.
build a
Winona, Minn. — The Street Railway Company will extend track to
Gilmore Valley. The bonus asked by the company has been raised.
Supplies to be bought.
Missouri.
St. Louis, Mo. — The Union Railway Company begins
trie cars. The line is owned by the Hamilton syndicate.
unning elec-
Kansas City, Mo.— The superintendent of the Metropolitan, Walter
Gillam, has been promoted to the position of general purchasing agent
for the Metropolitan system. H. H. Rogers is made general manager
and Chas. Cobleigh retains position of assistant superintendent of the
Elevated.
Kansas City, Mo. — The General Electric has transferred the Vine
Street Electric Railway to the South Suburban Railway Company,
which latter has filed a certificate of increase of stock from $100,000 to
$150,000.
The Central Tramways Company, recently incorporated with Robert
Gillam as principal, has secured right of way on several valuable streets.
St. Joseph, Mo. — St. Joseph Traction & Lighting Company has its
contemplated improvements imder way. General Manager VanBrunt
has placed several supply orders and will place more.
Montana.
Helena, Mont. — Closed car burned by a short circuit; loss, $4,000;
insurance, $2,500.
Bozeman, Mont. — W. E. Hale, of Minneapolis, attorney for the
receiver of the street railway, says that affairs arc in good shape and ttiat
the contemplated improvements may be made after August i.
Nebraska.
Fremont, Neb — Fremont Street Railway Company sells franchises
and property to Frank Fowler, for $3,160, or less than half value.
Lincoln, Neb. — Organized; The City Street Railway, by K, N.
Morse, Fred Meyer and Frank Fowler. The paid up capital is $45,000.
Beatrice, Neb. — Frank Oakley is elected to succeed G. M. Johnson,
resigned, as general superintendent of the Rapid Transit & Power Com-
pany.
New Hampshire.
Manchester, N. H. — General Williams says that after a thorough
investigation at the coming Milwaukee convention he will invest in con-
siderable supplies. An electric line will be installed.
New Jersey.
AsBURY Park, N.J. — Vice Chancellor Pitney, of New Jersey, grants
injunction prohibiting the operation of the Asbury Park & Belmar Rail-
way.
Newark, N. J. — David Young, general manager of the Consolidated,
is already at work preparing to reconstruct and re equip. About
$2,000,000 will be spent in and about Newark.
Newark, N.J. — The Consolidated Traction Company (Crimmins'
syndicate) has gained control of the Newark Passenger Railway Com-
pany, gaining thus control of the New Jersey roads.
Jersey City, N. J. — The Passaic Elevated Transit Company of
Hudson county incorporates at $2,000,000 for an elevated from Jersey
City to Newark. Farmers' Loan & Trust Company of New York loans
$2,000,000 on mortgage.
Bridgeton, N. J. — The directors of the Bridgeton & Millville Turn-
pike Company, the Bridgeton Rapid Transit Company, and the South
Jersey Traction Company consolidate as the South Jersey Traction
Company. At a meeting of the company George Wood, president of
the Millville Cotton Manufacturing Company, was made president;
Richard W. Clay, vice-president; and Walter H. Bacon, of Bridgeton,
secretary and treasurer.
New York.
Poughkeepsie, N. Y. — The Waddell-Entz storage battery traction
will be tried here.
Jamestown, N. Y. — T!ie Street Railway Company is granted fran-
chise for extensions on se\'eral streets.
Glen Falls, N. Y.— Glen Falls, Sandy Hill & Ft. Edwards Electric
Street Railway increases capital from $120,000 to $150,000.
Buffalo, N. Y. — Edward Edwards, for thirty years superintendent of
the street railway, has resigned. A. J. Porter, his assistant, succeeds him_
New York, N. Y. — ^John D. Crimmins declines re-election as presi-
dent of the Houston, West Street & Pavonia Ferry Railway Company.
Illion, N. Y.— Mohawk & Illion Street Railway elects C. W. Car-
penter, vice-president; R. M. Devendorf, treasurer ; H. D. Alexander,
secretary.
Buffalo, N. Y.—M. L. Failing. J. G. Taylor, M. Hoag, and J. A.
Kuck, of Buffalo, organize the Niagara Electric Railway Company, to
build between Pekin and Lewiston.
^tiictl^^aiUvi^
449
Kingston, N. Y.— The Colonial City Electric Railway Company
has been incorporated with $175,000 capital, for llie purpose of building
a railroad six miles long in Kingston.
Amsterdam, N. Y.~J. H. McClement, president of the Amsterdam
Street Railway Company, and J. Seaver Page, ol" New York, think of
extending the Amsterdam road to Gloversville, twelve miles.
LocKPORT, N. Y. — Prominent citizens of Lockport will incorporate
to build road from Williamsville to Lockport to cost |ioo,ooo. Those
probably interested are Mayor Darrison, W. B. Hall, A. C. Hall and
others.
Syracuse, N. Y. — The new officers of the Syracuse, Fayetville &
Manlius are: President, R. R. Spaulding; vice-president and general
manager, E. W. Emmons; treasurer, C. B. Freeman; assistant secre-
tary, M.J. Ostrander.
Glen Falls, N. Y. — The Street Railway Company has had a pro-
posed branch road surveyed from Fountain Square to South Glen Falls,
and the branch will probably be constructed within a few months.
Ituica, N. Y. — Cayuga Lake Electric Company is incorporated for
fifly years life. The principal holders are Alfred Hand, Scranton, Pa.,
Dr. F. Van Vleet, Ithica; Ht^nry S. Hand, Brooklyn, N. Y.; H. E.
Hand, Scranton, Pa. Capital stock, $50,000.
Albany, N. Y. — Consolidated Car Heating Company reduces stock
from ^2,500,000 to $1,250,000 and elects Robert C. Pruyn, president ;
Daniel D. Sewall, vice-president; William G. Rice, treasurer; Edward
A. Groesbeck, secretary ; James F, McElroy, consulting engineer; Jas.
H. Sewall, superintendent of construction.
Hoosic Falls, N. Y. — Incorporated: The Hoosic Railway Company,
to construct an electric railroad about four miles in length, from the
Fitchburg railroad station in the village of Hoosic Falls, through the
village streets to Walloomsac; capital, $60,000. Directors: G. C. Moses
and F. H. Twitchell, of Bath, Me ; William Holmes, Joseph Buckley,
S. D. Locke and others, of Hoosic Falls.
MiDDLKTOwXjN Y. — Incorporated: The Middletown-Goshen Traction
Company, for constructing a street surface railroad in Middletown, about
ten miles in length; capital, f [00,ooo. Directors: B. F. Low and A, D.
Seaman, of Middletown ; E. G. Wrightman, S. W. Roberts, W. B. Rock-
well, M.J. Wightman, F. W. Bleckley, and B. H. Throop, of Scranton,
Tenn.; and Samuel Harris, of Cleveland, Ohio.
Gloversville, N. Y. — The transfer of the Webb-Littaner interests
in the Fonda, Johnstown vS: Gloversville road combines the steam and
electric lines. The headquarters will still be at Gloversville. Ihe new
directors have elected as officers of the road: President, Hon. James
Slianahan, Tribes Hill; vice-president, James P. Argersinger, Johns-
town; treasurer, J. L. Hees; secretary, George M. Place, Gloversville.
Lawton Caten has been appointed superintendent in place of R. T.
McKeever, resigned. Headquarters will remain at Gloversville.
^Potsdam, N. Y. — Incorporated: The Racket River Railway Com-
pany, to construct a standard gauge road about twenty miles in length,
to be operated by steam or electric power, from Potsdam to and through
the village of Pierpont to the village of Colton, with a branch at or near
Hannawa Falls to Parrishville, in St. Lawrencecounty; capital, $3^0,000;
directors, W. Wyckham Smith, William Wills, Foster L. Backus, A. L.
Chattcrton and George R. Crossley, of Brooklyn; Russell L. Kinsay,
of Buffalo; Frank E. Bennett, of Topeka, Kat>.; J. L. Ludwig and A.
R. Dodge, of New York City.
Ohio.
Wakkkn, O. — Phoenix Iron Works have sold another engine to the
Trumbell Electric road.
CiNCiNWATi, O. — The Mt. Auburn Cable Railway makes application
to open certain streets for loop.
Portsmouth, O.— Tlie Portsmouth Street Railway & Light Con
pany h incorporated at $125,000,
Dayton, O. — The city council gives the Traction Company a fifty-
year franchise, putting atTairs on a good basis.
Canton, O.— It is stated that the Pennsylvania Railroad will build
another interurban to Massillon and other towns.
Liverpool, O — Al. Johnson, of Cleveland, is making improvements
on the Liverpool- Wellsville line and will make more.
Cincinnati, O. — D. J. Hauss has invented a new electric motor. It
is to be used on the Mt. Auburn Inclined Plane Railroad.
Cincinnati, O. — The Consolidated has seven franchises under pre-
paration to ask that all horse lines may be changed to electricity.
Niles, O— Mineral Ridge & Niles road will elect officers and plan
extensions July 10. W. T. Williams, president, and H. C White, sec-
retary.
Chillicothe, O.— a. H. Reutinger is appointed receiver of the Street
Railway Company at suit of the Western Electric Company vs. Geo. F.
Woolston.
Cincinnati, O. — Mt. Auburn Cable road has failed to take up its
semi-annual coupons, due to the tight money market and late power
house fire.
Norwalk, O.— Norwalk, Lawfield & Southern Street Railway Com-
pany, president, Hon. J. A, Williamson, hopes to begin building in the
near future.
Cincinnati, O.— The Cincinnati, Covington ^ Newport Street Rail-
way and the Covington & Cincinnati Suspension Bridge Company have
consolidated.
PiQUA, O — Col. W. P. Orr, of Piqua, and A. P. Beebee, of New
York, are completing arrangements for extending the street railway line
to Sidney from Piqua.
Dayton, O — Barney & Smith Company intend to begin to manufac-
ture street cars inr.nediately. They are already steam car builders, but
will enlarge their plant.
Warren, O — The Youngstown & Ohio River Railway has elected
otHcers as follows : President, C. H. Smith; secretary, R. W. Tayler;
treasurer, K. E. Barringer.
*■ Springfield, O. — Wayne Neff and Mr. Hafner, both of Cincinnati,
have secured right-of-way between Xenia and Springfield for their elec-
tric line. Will build at once.
Akron, O. — The commission appointed for the purpose will not give
franchise to existing companies but will advertise for bids. The citizens
along the route will petition for a line.
Canfieli), O.— Youngstown & Canfield Electric road elects, presi-
dent, Judge Jos. R, Johnston; vice-president, Samuel Ewing; treasurer,
Alex. Dickson; secretary, J. Cal Ewing.
Toledo, O. — T. P. Brown says that he will build road to Maumee
over private right of way if he cannot gain franchise and unless Mr.
Lang takes advantage of his recently acquired rights.
Cleveland, O. — Geo. Anderson, of Detroit, and D. R. Cook, Hast-
ings, Mich., will build an electric railway to Chippewa Lake. Both are
good railway promoters and will probably make a go of the affair.
Cincinnati, Ohio. — Stockholders of the Mt. Lookout, Pendleton &
E. Walnut Hills consolidated with the Delta Station & Mt. Lookout
Dummy line. John Kilgour owns dummy line and will electrify the
system.
Cleveland, O — Cleveland City Railway Company decided June 7,
to let contracts for new engine, generator and boiler and six more cars,
new transfer system to be introduced, offices to be removed to the Cuya-
hoga building.
450
(^iyiletlF^ai^^
Sandusky, O.— The Sandusky, Milan & Huron Electric Railway
elects the following board ofdirectors: H. Gilcher, J. L. Hull, J. D. Par-
ker, T. B. Taylor, J. C. Gilchrist, Henry Kelley, Geo. H. Dewitt, John
Whitworth, J. T. Mack, Valentine Fries, (Milan), W. H. Price, (Nor-
walk), S. E. Crawford, (Norwalk).
Cleveland, O.— Cleveland CrosstOA'n Railroad Company organizes
at 1 10,000. The incorporators are Sidney H Short, Jotham Potter, L.
A. Russell, Wm. C. Scofield and Geo. F Scofield. West Side & Gor-
don Park Street Railway Company is incorporated by Wm. C. Scofield,
Chas. W. Scofield, Geo. F. Scofield, Sidney H. Short and L. A. Russell.
Cincinnati, O. — Lee H. Brooks, Jos. Rawson and J. W. Dawson
have organized a stock company to manufacture steam and street rail-
way rolling stock on the plan of the Michigan Car Company. The new
company is to be called the Columbian Car Works and is stocked at
f 1,500,000.
John Kilgour, president, and J. A. Collins, secretary of the Cincin-
nati Street Railway Company, enter certificate to increase of capital
stock from $6,750,000 to $10,000,000.
Pennsylvania.
New Castle, Pa — J. C Whilla, of Beaver Falls, buys the electric
lines for $600,000. Will buy supplies.
Columbia, Pa — A.J. Kaufman is president and J. W. Yocum treas-
urer of the Columbia & Washington Street Railway Company. Work
will begin October i.
Philadelphia, Pa. — The Philadelphia Traction Company votes to
increase stock from $7,000,000 to $9,000,000. This is to meet expense
of change to electricity.
East Harrisburg, Pa — Stockholders of the East Harrisburg Street
Railway Company will meet August 21 to vote on increase of capital
from 1500,000 to $[,000,000.
Chester, Pa. — Charter is granted William Henry Sayen, Joseph R.
T. Coates, Frank Fennimore, Samuel S- Kent, Jesse M. Baker, and
James S. Austin, for electric railway from Chester to Upland, and other
points.
Tyrone, Pa. — The Tryrone Electric Street Railway elects president,
Dr. G. W. Burket; secretary, M. S. Falck; directors, Dr. G. W. Burket,
M. S Falck, A. A. Stevens, H. L. Sholly, S. B. Templeton, James
Pritchard, W. F. Wise.
Pittsburg, Pa. — Mayor McKenna has signed the Homestead &
Pittsburg Street Railway ordinance, the Central Traction ordinance and
the Highland & Schenley park ordinance. He has withheld his signa-
ture from the Bloomfield railroad ordinance.
York, Pa. — York & Dallastown Street Railway Company organized
at $60,000 capital by William H. Lanius, John W. Sleacy, Logan A.
Marshall, Grier Hersh and Frank Geise, Esq , all of this city. The line
will be six miles long. No equipment yet bought.
Pittsburg, Pa, — Chartered: Pittsburg, Crafton & Mansfield Street
Railway Company, capital |l5oo,ooo. The officers are: President, John
C. Reilly; directors, Thomas S. Bigelow, John C. Reilly, William J.
Burns, J. D. Gallery, W. J. White, Pittsburg. The road will be ten
miles long and will be operated by electricity.
Philadelphia, Pa. — The Germantown Passenger Railway Com-
pany elects the following board of officers: President, Collins W. Wal-
ton ; secretary and treasurer, Joseph Koch ; directors, Collins W. Walton,
Meyer Siedenbach, Clarence B. Moore, William Duller, Samuel H.
Jordeii, Martin V. Burton.
York, Pa. — The York County Electric Railway elects the following
officers: Adam F. Geesey, president; Charles C Frick, treasurer, and
W. F, Bay Stewart, I. W. Allen, Harry K. Weiser, H. W. Hefi"ener,
Dr. I. C. Gable, J. E. Schall, S. S. Flinchbaugh, Adam Kohler. Dallas-
town, and Wm. H. Peters, Dallastown, as directors. The York & Dal-
lastown road elect W. H. Lanius president and Frank Geise secretary.
Both companies are after the right of way.
Tennessee.
Nashville, Tenn. — The United Electric looses it shops and car
sheds by fire; loss $10,000.
Lynchburg, Tenn.— J. L. Murphy, agent for a construction com-
pany, addresses citizens on behalf of an electric railway.
Nashville, Tenn —On July 20, M. S. Buckingham, trustee, will sell
the East End Street Railway Cempany to the highest bidder.
Texas.
Waco, Tex. — Waco Electric Street Railway Company is about to
issue bonds to the amount of $300,000: of this $200,000 will be used to
retire old bonds and $100,000 to betterments.
San Antonio, Tex. — Wanted: A thoroughly competent electrician
and machinist to take charge of our mechanical and electrical depart-
ment. None but a first class man need apply. Salary satisfactory.
Address "Machinist," care Street Railway Review.
Utah.
Ogden, Utah. — The Ogden Electric Railway Company files papers
against the City of Ogden, asking $10,000 damages, incurred by the
paving commissioner tearing up plaintiff's tracks.
Mt. Pleasant, Sanpete County, Utah. — The Mt. Pleasant Elec-
tric Light Company is now organized and will furnish light and power
for the town of Mt Pleasant. L J. Jordan will be president; Wm.
Zabriskie, vice-president; W. D. Candland, secretary, and Alif Erickson ,
treasurer. These and James Larson form the board of directors.
Vermont.
Burlington, Vt. — Vice president Powers says that the electric will
be running in six weeks. The General Electric has the contract for
electrical work.
Washington.
Seattle, Wash. — Ranier Electric Railway & Power Company and
the Seattle Consolidated, of which D. T. Denny is principal stockholder,
is in the hands of a receiver with assets much larger than liabilities.
Tacoma, Wash. — It is reported that J. H. Cummings, formerly sup-
erintendent of the Tacoma Railway & Motor Company, is about to
undertake building a competing system here backed by Chicago capi-
talists.
West Virginia.
Wheeling, W. Va — Two ordinances to extend the street railway
system are killed in the council.
Wisconsin.
Milwaukee, Wis. — Capt. Pabst is allowed to lay steam and electric
supply pipes on various streets.
Eau Claire, Wis. — One of the Eau Claire Street Railway barns
burns with contents and two cars. Loss $6,000.
Milwaukee, Wis — The Hinsey line is bought by Chas. E. Pfister
at receiver's sale for $200,000. To be sold to the Consolidated by
Phfister.
San Antonio, Tex. — President W. H. Weiss says the San Anton ia
Street Railway is in the market for one each of the following: 26 inch
lathe (engine, 10 feet long; 12-inch shaper with milling attachment;
24-inch power drill; 12-inch double tool emery grinder; 25 feet of 2-inch
shafting with hangers, boxes, and pulleys to run the above. All the
above tools to be furnished complete with counter shafts and hangers,
also one combination lathe chute to take in work 12 inches in diameter.
(^i;icd.lF(aUway^
451
PATENT OFFICE GOSSIP.
The past month's patent record has been noticable for the large num-
ber of patents granted on trolleys and overhead devices. The first one
of these is No 498,776, an alread_y rather well known device for holding
No. 498,776.
trollev wires, having two halves held together by dovetailed grooves.
Our illustration of the "Trolley wire finder," No. 499,095, explains
itself It is intended
to help the nervous
conductor find the
wire. The forks which
extend up and out for
some distance from
the wheel are nor-
mally in the position
shown by the dotted
line and when the
trolley is off the wire
and is being held
down by the rope,
No- 499.095- the finding fork is up
where it is of use in guiding the wheel to the wire.
No- 499, M 2 presents some rather interesting and peculiar features.
As shown in the iUustration Mr. Henry would make the guard wires
help the ground return circuit. For this he connects the guard wires to
earth at every pole. These wires, doing double duty as guard and
No. 499,112.
return wires, are three in number, one above and one on each side of
the trolley wire. This triple arrangement lessens the danger of short
circuits between guard and trolley. The guard wires being nectssarily
the same potential as the earth, are of course made safe.
The trolley wire support, No. 499,143, the details of which are shown,
is arranged to break the connection of any fallen trolley wires with the
balance of the line. One half of the hanger only makes connection
with the other when the trolley line is straight, as it is when in normal
condition. It would be impossible to have live wires on the street with
such hangers, but the expense and inconvenience would in most cases
prohibit it.
No. 499,805 is a system of automatic electric signals, whereby an elec-
tric line crossing a railroad is notified of approaching trains. The signals
are normally at danger an essential quality of practical signal systems of
tliis kind.
No. 499,812 is a very simple device, whereby the taking up of the
slack in the brake chain of a car is made to lower a tender, the supposi-
tion being that a fender is generally needed when the brake is being
applied.
No, 499,943 is a trolley
wire hanger in which the
wire is slipped in from
above, a form not without
advantages as to strength,
and certainly not more
cumbersome than many
present hangers.
No. 499.943-
No. 500,129.
No. 500,129 is a very neat form of truck, patented by Moses G.
Hubbard, of this city.
/S
No. 500,263.
The next thing in the trolley line is a trolley base, No. 500,263. The
outer ends of the springs are attached by flexible connections to the pole
socket as indicated by the dotted lines.
No 500,306.
A TROLLEY for use in conduits, which may some day be in demand,
is No. 500,306.
principal
trucks.
of
It is built on the
some street car
"■ 500.375-
Another trolley on the
" double truck '' principle is No,
500,375. It is downward press-
ing, and the likeness to barn
door wheels is striking. The
patent also covers means for
lubrication as shown.
452
(^lA£ctl?^ilw^9^ym/
No. 500,488 was included in tliis list because it miglit become a factor
in the solution of the problem of the electrolysis of pipes.
No. 500,488.
STREET RAILWAY PATENTS.
Selected list of patents relating to Street Railway Inventions, granted
during the past thirty days, reported especially for the Street Railway
Review, by Munn & Co., Patent Attorneys, 361 Broadway, New
York, N. Y.
[ ISSUED JUNE 6, 1S93.
Clamp for electric conductors, Axel H. England, Chicago, IlL. 498,776
Street rail cleaning brush, James A. Gowans, Toronto, Can 498,785
Closed conduit for electric railways, Chas. J. Kintner, New York,
N. Y., assignor one third to Gustav Stahl, Philadelphia. 498,852
Conduit railway trolley, Michael H. Smitli, Halifax, England 498,906
Troliey stand. James R. Griffith, Chicago, III -198,93:!
Electric railway trolley, James R. Griffiths, Chicago, 111 498,933
Cable railway apparatus, William T. Smith, Baltimore, Md ^99,048
Railway rail joint and fastening, Parker P. Smith, Jeannett, Pa, 499,049
Trolley wire finder, James Case, Rochester, N. Y 499i09S
Overhead electric railway, John C. Henry, New York, N. Y 499,112
Electric railway trolley, George W. Hooper, Rochester, N. Y.,
assignor by direct and mesne assignments of three fourths to
John A. Stewart, Jas. S. Baker and Alfred Green same
place 499."S
Trolley wire support, Carl Peterson, Brooklyn, N. Y 499»H3
Railway chair, Frederick C. Weir, Cincinnati, 0 499iiS4
Automatic signal for street railways, Jacob G. Hartman and
Elijah Baker, Baltimore, Md !. --499. '63
Automatic signal for street railways, Jacob G. Hartman and
Elijah Baker, Baltimore, Md 499,164
Trolley-wire curve, R M. Hunter, Philadelphia, Pa., assignor to
the Thomson Houston Electric Company, of Connecticut 499,167
Friction clutch for electric motors, Olof Dahl, Paterson, N. J.,
assignor to the Dahl Electric Company, of New Jersey 499,183
ISSUED JUNK 13, 1893.
Safety support for trolley wires, Hiram K. Whitner, Chicago,
111 499,270
Electric switch, Jas. F. McElroy, Albany, N. Y., assignor to the
Consolidated Car Heating Company, of Wheeling, Va 499i363
Conduit electric railway, William R. DeVoe; Shreveport, La 499,374
Overhead trolley wire switch, Rudolph M. Hunter, Philadelphia,
Pa., assignor to the Thomson-Houston Electric Company, of
Connecticut 499,461
Gearing for electric railway cars, John C. Henry, New York,
N. Y 499,^33
Trolley wire hanger, Chas. E. Elliott, Boston, Mass , assignor to
the Revere Rubber Company, same place 499,662
ISSUED JUNE 20, 1S93.
Crossing device for street car tracks, Hugh Shay and Edward
Keating, Detroit, Mich 499i759
Electric railway grade crossing device, Joseph B. Stewart, Haver-
straw, assignor one-third to Joseph P. BradBeld, Syracuse,
N. Y 499805
Car fender, Joseph N. Wieczorek, Boston, Mass 499,812
Trussed trolley board for electric cars, Henry Cochran, Chester,
Pa ^99,871
Safety attachment for street cars, Louis E. Lubois, Toronto,
Canada 499,9 ' o
Trolley wire hanger, Lorenz Spillnian, Columbus, 0 499.943
Closed conduit for electric railways, John C. Henry, New York,
N. Y 500,065
Electric railway trolley, John C. Henry, Westfield, N. J 500,070
Electric railway system, Chas. J. Reed, Orange, N. J., assignor
one-third to Gustav Stahl, Philadelphia, Pa _ 500,104
ISSUED JUNE 27, 1S93.
Car truck, Moses G. Hubbard, Chicago, 111 500,129
System for supplying electricity to railways, Michael H. Smith,
Halifax, England _. 500,256
Trolley support, William Duncan, Allegheny, Pa 500,263
Conduit railway trolley, Ernest P. Warner, assignor to the West-
ern Electric Company, of Illinois 500,306
Construction of permanent ways for railways or tramways,
Jonathan E. Billups, Cardiff, England 500,366
Trolley, William H. BroJie, Brooklyn, N. Y 500,375
Rail joint, Fr^^derick H. Heatli, Minneapolis, Minn., assignor to
the Heath Rail Joint Company, Waterloo, la 500,388
Rail joint, Frederick H. Heath and Edward P. Caldwell, Minne-
apolis, Minn-, assignors to the Heath Rail Joint Company,
Waterloo, la 500,389
Rail joint, Frederick H. Heath and Edward P. Caldwell, Minne-
apolis, Minn., assignors to the Heath Rail Joint Company,
Same place 500,390
Automatic disconnector for trolley wires, Ray N. Noyes, Haver-
hill, Mass 500,417
Auxiliary car motor, William H. SchallioU, Chester, Pa 500,432
Automatic circuit breaker, Alexander Wurts, Pittsburg, Pa.,
assignor to the Westinghouse Electric & Manufacturing
Company, same place 500,456
Insulating device for preventing electric currents in pipes, Simeon
D. Gratiaa, St. Louis, Mo., assignor to the Fay Gas Fixture
Company, same place 500,488
Inclosed conductor for electric railways, John A McGregor, Chi-
cago, 111., assignor one-fourth to Homan R, Powers, same
place _ 500,506
Brake Handle, Samuel A. Burns, Bridgeport, Conn 500,529
N THE ALPS.
Friend. — "Try to hang on for another couple of min-
utes. The guides will soon be here with ropes to rescue
you."
Jarlev (who has fallen over the cliff, and is hanging
on to a little ledge with one hand). — * All right, old boy.
I can stand it. I haven't traveled from the Battery to
Harlem hanging on L road straps for ten 3^ears for noth-
ing" (resumes reading his paper). — Harper's Weekly.
(^kcct J\aiWiiy" li^yieW'
453
MILWAUKEE'S PALACE— HOTEL PFISTER.
The Street Railway Convention of 1893 Will Stop at One of the Most Complete and Elegantly Furnished
Hotels in the World.
WHEN the street railway man takes his annual
vacation in October, and makes the meeting
of the American Street RaiUvaj' Associa-
tion a part of the event, lie leaves behind all the care
and worry to which he must so soon return, and for a
few brief days thoroughly enjoj's the best there is in life.
It is quite natural, therefore, that the question of where
he will stop during convention becomes a matter of per-
sonal interest, and the selection is made after determining
what is the very best.
made the chief attraction and surpass this, but it is safe
to say there is not another marked by such uniformity of
excellence and in which such unity has been preserved
throughout construction, equipment, furnishing and
finishing.
The structure is substantial and genuine from the base-
ment to the roof. Nothing about it has been neglected
or slightingly done, and not a feature has been omitted
which might add to the comfort, safety or entertainment
of the guests.
ftSI^^
HOTEL PFISTER — MILWAUKEE. OPENED MAY 1. 1S93.
««i?!!i, HK^«3£iga»JJi_
The Street Railway Association has put up at some
pretty nice hotels during the coinse of its twelve years of
existence, and some of them are admittedly hard to beat.
But this j'ear Milwaukee has provided a hostelry which
is justlj- entitled to rank among the best in all the world :
in fact, it shares with only one other the claim of being
the finest on this continent. There are some larger, it is
true, although the Pfister is no ordinary sized building,
and its eight stories tower majestically above the sur-
rounding buildings, and its favored location admits of
abundant light and air on all sides. There are also a few
hotels in which some one or two special features are
Rarely has so good taste been shown in the furnish-
ings and decorations of a house as is at once noticeable
here. That much-abused word, "elegant," is the one
which can be most appropriately used in describing the
hotel. Everything, from the lobby up through the build-
ing to the magnificent dining hall, is suggestive of ele-
gance and still suggestive of comfort. Yet so unobtrus-
ive are the rich decorations and furnishings, so quiet in
their character, no feature seems to be conspicuous or
over-done. There are furnishings and decorations on
every floor between the lobby and the dining hall that
appeal to the artistic sense and which deserve study, but
454
(pljwjeX J\aiWxiy' j\cVlc\/
one is conscious only of tlie general pleasing effect. If
it is the highest art to conceal art, then the highest art
BILLIARD ROOM — HOTEL I'FISTF.R.
is expressed in the furnishings of the Hotel Pfister.
ABSOLUTELY FIRE-
PROOF.
The phrase "abso-
lutely fire-proof"
should become insep-
arately attached to
the name of the Hotel
Pfister, and it will be
when the public comes
to know how applic-
able it is. Architec-
ture and building
trades have not yet de-
siirned or constructed
a building for human
habitation more
thoroughl)' fire-proof throughout than is the Pfister. It
has been said for it that any room in it could
be filled with inflammable material and the
material be set on fire, and it could burn out
without the occupants of adjoining rooms ever
knowinsf that there was a fire near them.
The building is so constructed that it is prac-
tically impossible for fire to spread from one
room to another or from one floor to another.
No one who travels any, or who ever sleeps
in a hotel, needs to be told how important a
consideration is the fireproof qualities of an
hotel.
ARCHITECTURE.
The Hotel Pfister e.xterior is of the Roman-
esque style of architecture, with modifications
required for the uses for which the structure
was erected. The first three stories are of
rock-faced lime-stone, and the upper stories of
cream brick and terra cotta trimmings to match.
The structure has a massive appearance from
all sides, and would be a noticeable building in any city.
The imposing portico, with its enormous granite pillars
and heavy stone frieze on the Jefferson street
side, is one of the striking features of the
e.xterior.
OCCUPIES A BEAUTIFUL SITE.
Its site is an ideal one in all respects, the
most desirabe in the city. It is just the proper
distance from the lake, and is the point from
which radiate all the street railway lines in the
city. It is also convenient to railroad depots,
steamer docks, public buildings and the retail
and wholesale houses. The view in all direc-
tions is far reaching and of interest, and none
more so than the wide sweep of the blue
waters of the lake, dotted with sail and steam
craft, which is offered from the
ELEGANT DINING ROOM,
which occupies the lake side of the seventh
In this room the decorators have produced an
artistic and pleasing
effect which is not to
be portrayed with
illustrations or painted
in words. Like the
lobby, it must be seen
seen to be appreciated.
The managers, how-
ever, have not stopped
at elegant surround-
ings, but furnish a ser-
vice and set a table
which are both superb.
THE LOBBY
floor.
SWIMMING BATH.
just mentioned,
whether seen by sun-
light or sparkling with hundreds of electric lights at
MAIN DINING ROOM — SEVENTH FLOOR.
(^licct J\aiWciy- J\eyicv/
4r)5
night, is a sight to belong remembered. The decora-
tions are of the heraldic order and produce a beautiful
effect. The counter, which is 60 feet long, is of Algerian
onyx and French marble, and marble has been freely
used throughout the interior. At the Wisconsin street
entrance repose two immense bronze lions, purchased
in Rome, and the gift of one of Milwaukee's enterpris-
ing citizens.
We will not attempt a description of the bridal chamber,
the banquet room, the gentlemen's and the ladies' parlors,
nor the ffentlemen's cafe. All these, with numerous
other features, will affort a delightful trip of inspection to
the delegates and their ladies in October.
The house is run on both the American and European
plan, with rates ranging from $4.00 to $7.00 per day on
all the entertaining features provided by the Milwaukee
Street Railway, the coming cannot fail to be the largest
and best meetin<j the Association has ever held.
DENVER'S AMALGAMATION.
THE executive committees of the Denver Tramways
Company and the Metropolitan system have
resolved upon a consolidation of interests. The
culmination will come August 6, but the preliminaries are
already arranged. The bonded indebtedness of the
Tramways is $2,600,000 and an additional issue of
$500,000 will bring the total liabilities up to $3,100,000.
This makes a capitalization at $4,000,000 favorable.
The Tramway has been asked to sell to the City Cable
THE LOUB^ — HOT t.L mSTER
the American, and $2.00 to $5.00 per day on the
European plan. The hotel has become a favorite with
commercial men, for whom are provided the finest sam-
ple rooms in the west. The restaurant is also very
popular, and another prominent feature is the facilities
for private dinner parties and banquets.
The hotel is owned by prominent and wealthy Mil-
waukee men, with Chas. F. Pfister, several times a mil-
lionaire, as president, and S. H. Brown, one of the best
hotel men in the country, manager. The building is
bran new, having been opened only last May, and as Mr.
Brown says, can take care of the entire convention easily
and have room to spare. We might add the rates are
reasonable, and that many ajiplications for accommoda-
tions have already been received for rooms during con-
vention week. With such princely accommodations and
and the offer has been refused, but those who claim to
know say that the Tramways will buy the Cable. The
Tramways are said to be in good financial condition and
the rescinding of a large order recently was based upon
the stringency of the money market.
No definite decision has been made as to the change of
motive power on certain lines. The annual election
made R. Evans, president; J. J. Reirhman, vice-president;
W. G. Evans, secretary, and F. A. Keene, treasurer.
In Paris, each passenger as he enters an omnibus sta-
tion, is given a ticket bearing a number which entitles
him to a seat in the bus when his turn comes, as indicated
by his number. Tickets to the value of 75,000 francs
were last year lost and thrown away, which expense the
company is casting about for a means to obviate.
456
(^.ttad/lfxailM^li^Vm/
ECHOES FROM THE TRADE.
J. W. Walkek, president of the Shilller Bridge Com-
pany, of Pittsburg, naade the Review a pleasant call last
week.
The Lewis & Fowler and the St. Louis Car Com-
pany are each building fifty cars for the Brooklyn City
Railway.
Chas. p. Upham, general manager of the Lincoln,
Neb., Electric Rail-
way, was a June visitor
at the Exposition.
DoRNER & Button,
of Cleveland, O., under
their reorganization
plan are to widely ex-
tend their already large
business.
Uncle Cornfit^Ik (just arrived in town)
— "Hey there! wliere be one of them
slots I he'rJ tell of ? "
The Bass Engine
Company, Ft. Wayne,
Ind., have furnished a
300 -horse -power en-
gine to the Cleveland
City Railway — the little consolidated.
The Akron Belting Company, of Akron, O., is a
new belt furnisher, made by the consolidation of the
Akron and Brigger belting companies.
George Cutter is importing a fine line of French
carbons, including some motor brushes, that he assures us
are far superior to the American makes.
The Ansonia Electric Company have just placed
on the market their new adjustable pipe bracket. Their
first order was for 300, shipped to Piqua, Ohio.
The Stanwood Manufacturing Company is in
receipt of constantly increasing orders for their car steps.
The testimonials of users are flattering in the extreme.
Ahearn & Sopher, Montreal, have equipped the new
power house of the Montreal Street Railway with West-
inghouse multiple generators, of which they are Can-
adian asjents.
The Robinson Machine Comp.vny, Altoona, Pa.,
has removed its main ofiice to 915 and 917 Drexel
building, Philadelphia, where future communications
should be sent.
The Standard Paint Company still finds an increas-
ing demand for their insulating paint and insulating com-
pounds. "P & B" has become almost a household word
among electricians.
The J. W. Fowler Car Company, of Elizabeth,
N. J., has its new works well in hand, and will soon
be able to take care of all orders. Prospects are good
for a large business.
The Phoenix Iron Works, of Meadville, Pa., are
sending out neat invitations calling attention to their
World's Fair exhibit in section C, No. 27, Machinery
Hall, World's Fair.
Siemens & Halske, of Berlin, have received the
contract for wire, electric machinery and plant for the
transmission of power from Niagara Falls to Hamilton,
Ont. The plant will cost $1,200,000.
Harrison & Carey, of the Mutual Railway Supply
Company, have been
appointed sole agents
for the Billings drop-
forged commutator seg-
ments. The agency
covers the Western and
Northwestern States.
" Guess I'll jest drop in a nickel and
git one on them accident politics, so 1
won't L'et hurt."
Chas. H.vthaway
of Cleveland, called on
the Street Railway
Review during the
week. Mr. Hathaway
is visiting the Fair with
the rest of the boys,
and has evidently left
two or three score of
his years in Cleveland.
The Lewis & Fowler Manufacturing Company,
of Brooklyn, is now well installed in their new building.
The company is full of work, and the large number of
cars and railway appliances ready for delivery attest the
continued excellence of their specialties.
The International Fare Register Company,
Chicago, of which A. II. Englund is secretary and gen-
eral manager, may be justly proud of the fact that this
register has been selected by the Western Dummy
Company for use on the Intramural Railway at the
World's Fair grounds.
The McGuire Manuf.\cturing Company, Chicago,
reports a number of new orders. The Toronto & Mont-
real Street Railways who have heretofore built their own
electric trucks, have given orders to the company for a
lot of their Columbian trucks, one of which they have
had in service for nearly a year.
collect lf\aiiwii^j\eylcW*
457
The Pittsburg Steei, Holi.oware Company, of
Allegheny, Pa., finds its business increasing each month
and is shipping all orders promptly. From their point
of view the street railway busmess is good. They have
found the perfection of their old gongs and devices such
that no changes have been necessary this year.
J. M. Jones' Sons, West Troy, N. Y., recently
shipped five handsome new open motor cars to the Utica,
New York, Belt line. They are 26 feet in length, con-
tain eight cane-bottomed seats and have a seating capa-
city of 40. The cars will be put on the New Hartford,
Whitesboro and New York Mills lines immediately.
The Garton-Daniels Electric Company, of Keo-
kuk, la., report that the Garton arrester is doing all that
is claimed for it. An order from Belgium has just been
received and a large foreign business is expected in the
near future. A new descriptive folder containing com-
ments and letter of commendation has just been issued.
The M. C. Bullock Manufacturing Company, Chi-
cago, has removed its city office from 39 South Canal
street to S, E, section P, 21, Mines and Mining Building,
Jackson Park, whither all visitors are cordially invited.
This office is at the disposal of all of the friends of the
company, and mail and telegrams may be forwarded
to it.
The American Car Company, of St. Louis, reports
work day and night.
A new two - story
building containing
pattern and supply
rooms, as well as a
large paint shop, have
been added to their
facilities. Recent or-
ders from Racine, the
Southern Railway
Company, of St.
Louis, Calumet and
*' Bean awaitin' most five minutes now; North ChicajJO roads
p'raps I better tell 'em my name and how r^\ • „
,. . , ,. Chicago, are re-
ported.
'i*-. Uf ihyM't/zii
I'm in a liurry to "
The Pittsburg Steel Holloware Company, of
Pittsburg, Pa., is doing a large business in gongs. Lewis
& Fowler, of Brooklyn, the St. Louis Car Company,
the Brownell Car Company, the Lamokin Car Company,
Adams & Westlake, of Chicago, and othens, are recent
l)uyers of large quantities. The pure tone and durability
of the gongs are their chief characteristics.
The Eastern Electric Cable Company, of Boston,
have found the turning away of orders which cannot be
filled on account of being three months behind, a little
monotonous, and are pushing to completion additions to
their works. A three-story factory, 60 by 151 feet; a
power house 40 by 50; three 80-horse-power boilers and
one i2S-horse-power engine, are among the improve-
ments.
The Laclede Car Company, of St. Louis, has a
late order for one hundred 18-foot closed cars for
the Philadelphia Traction Company. This makes 250
cars ordered of Laclede from Philadelphia's big com-
pany. Bemis trucks are specified. The Duquesne
Traction Company, of Pittsburg, and the Twin Cities
Company are late bu^'ers, while Cincinnati comes in with
new orders.
The Williams Engine & Clutch Works, Beloit,
Wis, has had a change in management, W. H. Wheeler
and C. E. Wheeler retiring from the board, the latter
also resigning his office of secretary and treasurer. H.
F. Probert, succeeds as manager and G. W. Sparks as
secretary and treasurer. The facilities for the output of
engines, friction clutch pulleys, hangers and other special-
ties will be increased.
The American Bolt Company, of Lowell, Mass.,
are manufacturing, among other excellent railway spe-
cialties, a new trolley wire hanger, the joint invention of
Miles F. Brennan, treasurer of the company, and
Philip J. Begley, superintendent of the Lowell Street
Railway. It is designed for use on bracket arms and
bridges and under elevated railroad structures, and is
giving excellent service on the Lowell road.
The Eddy Electric Manufacturing Company
have just closed a contract through their Chicago office
for the equipment of Whitman & Barnes agricultural
implement factory, at West Pullman. This calls for
twenty-six motors, rang-
ing from 3 to 5-horse-
power, and two direct
coupled generators, one
of 200 kilowatts and the
other of 65 kilowatts.
They also have the con-
tract for the ventilation
of the World's Fair boiler
room.
The West End
Street Railway, of
Boston, ordered of the
Brownell Car Company
a year ago two sample
accelerator cars. After
using them and carefully
noting the resiilts, they
have just placed an order with the same com-
pany for fifty. No higher praise can be given than
this of the manj* advantages the accelerator car, and as
between the Brownell accelerator and the Pullman
double-decker, which was tried at the same time, the
former has won a positive victory.
" Gosh to.'mighty — wisht I hadn't
done it.
458
(piMdiJ^aiyajfJ^^^
A VERY sensible suggestion is made by the Engineer-
ing News that trade catalogs be made to conform to
some standard size, say 6 by 9 inches. In our own field
there are almost as many sizes as there are catalogs. Many
of these publications contain much valuable reference
matter in the way of tables and rules, and really are
deserving of a place on the office book shelf. A more
nearly uniform size would help insure a permanent place,
instead of being thrown on a table or shelf to be covered
up and forgotten.
The Berlin Iron Bridge Company, of East Berlin,
Conn., is putting up the new plant for the Worcester
Traction Company, at Worces-
ter, Mass., which' will consist of
a power house 89 feet wide and
1x6 feet long, and a car shed
95 feet wide and 290 feet long.
The construction will be of iron
and brick and will be fire proof.
The same company have also
received the contract for the
new power station for the At-
lantic Improvement Company,
of Astoria, Long Island. There
will be two buildings, a boiler
house 62 feet wide and 85 feet long, with a dynamo
room 70 feet wide and 130 feet long, the latter provided
with a traveling crane.
BRIM FULL OF DISCOMFORT.
B. M. Barr, of Cleveland, O., has recently become
district representative of the Eddy Electric Manufactur-
ing Compan}'. Mr. Barr's long connection with the Edi-
son Manufacturing Company and his retention with
General Electric Company on account of his business
ability, have given him a large acquaintance in electrical
circles and his new position will no doubt be as creditably
filled as were his former business connections. Within
the last month he has closed a number of orders, among
them one 2,000-light plant complete, together with power,
for the Cleveland Opera House; one 1,000-light machine,
one 65 kilowatt direct connected dynamo and several
smaller lighting plants, besides a number of motors vary-
ing from 5 to 15-horse-power, aggregating 400-horse-
power.
The International Register Company, of Chicago,
report business in their fare register very brisk. Con-
tracts have been made during the past month for the
equipment of the following roads with their portable
registers: Tacoma Railwa}- & Motor Company, Tacoma,
Wash.; Bay Cities Consolidated Railway, Bay City,
Mich.; West Street & North End Electric Railway,
Seattle, Wash.; Calumet Electric Railway, Chicago;
Seattle City Railway Company, Seattle, Wash.; Electric
Railway, Light & Power Companj', Anaconda, Mont.;
Muscatine Electric Railway, Muscatine, la.; Fort Clark
Street Railway, Peoria, III; Mobile Light & Railway
Company, Mobile, Ala.; Ottawa Electric Street Railwaj',
Ottawa, III.; Citizens' Street Railway Company, Kala-
mazoo, Mich.; Columbian Intramural Railway, World's
Fair Grounds.
WINDING THE WESTINGHOUSE
MULTIPOLAR.
THE accompanying engraving is an interesting view
of a daily operation in the Westinghouse Elec-
tric & Manufacturing Company's factories. It
shows the process of winding the Westinghouse multi-
WINDING A WESTINGHOUSE MULTIPOLAR.
polar generators, and the method of handling the heavy
conductors.
TROUBLE IN THE POWER PLANT.
"You liave a wheel," said tlie dynamo,
To the engine who crani<y grew,
And made a piston stroke at him;
Wliercat the boiler flue.
The shaft turned 'round —
'Twas round before —
The governor dropped llis belt;
The valve took off its plain wrist-pin.
And asked how the packing felt.
The coal turned white,
The whistle blew,
The cable wrapped on its drum ;
And the live steam hit the pipe so hard
It sprained a joint or two.
The cylinder took its j.acket off —
Acknowledged it was a bore —
And threatened to leave its iron bed
And never condense any more.
The stoker turned a dinner pail ;
The band wheel played a chant.
And a fanner at the window asked
For a seed from the power plant
Street Rail-way for Sale.
The street railway in a growing manufacturing city of 25,000; 8 miles
track, II cars; 65 horses; two good barns, one new, and all necessary
apparatus, [-"ranchise has 25 years to run under very favorable condi-
tions. City growing rapidly.' Present lines have a good business, but
parlies who purchase can realize a handsome thing by changing to elec-
tricity. Property is unencumbered, and very favorable terms will be
made to right parties. Owner lias other business interests which de-
mand his time. Address,
"SPLENDID OPPORTUNITY,"
Care Editor Street Railway Review.
(^tuctj^iWavj^ylcw^
45<)
PUBLISHERS AND PROPRIETORS,
269 DEARBORN ST., - - - CHICAGO.
Published on the 15th of each month.
SUBSCRIPTION, -
FOREIGN SUBSCRIPTION,
TNA^O DOLLARS.
20 SHILLINGS.
Address ait Communications and Remittances to The Street Railway Review,
zbcj Dearborn Street^ Chicago.
H. H. WINDSOR. P. S. KENPIELD,
Editor. BuainesB Manager.
CORRESPONDENCE.
We cordially invite correspondence on all subjects of interest to those engaged
in any branch o'f Street Railway work, and will gratefully appreciate any marked
copies of papers or news items our street railway friends may send us, pertaining
either to companies or officers. Address:
THE STREET RAILWAY REVIEW.
269 Dearborn Street, Chicago,
Entered at the Post Office at Chicago as Second Class Matter.
This paper member Chicago Publishers' Association.
VOL. 3.
AUGUST 15, 1893.
NO. 8
THE tabulated statements made by the American
E.xchange and Review for June, 1892, shows that
the total number of fires in Massachusetts dwelling houses
for the past fifteen years was 12,814, ^""^ o^ ^'^'^ number
electric wires caused three.
CABLE construction in New York City is enjoying
a genuine boom, and twenty additional miles are
now contemplated by the Metropolitan Traction Com-
pany. The new lines involve no such engineering diffi-
culties as were experienced on Broadway.
PLANS for the Midwinter Fair at San Francisco are
being rapidly consummated and the enterprise bids
fair to be a success. Nearly all the local transportation
lines are already making extentions to the park, and are
laying permanent tracks. The transportation facilities
will be excellent.
THE Supreme Court of Wisconsin decides that a pav-
ing contractor has no power to obstruct street car
tracks in the progress of his work, where it is shown such
work has been and can be done without such interfer-
ence, and wtiere the paver's contract with the city does
not expressly delegate to him such privilege.
THE opening of the Matlock cable road adds one more
to the list of cable traction in England, and is
undoubtedly the most complete thus far built in that coun-
try. The line is quite short, but has a rise of three hun-
dred feet, and its construction involved not a few difficult
problems. It is already carrying a good business and a
freight service will shortly be added.
EVEN if there is some question as to the genuineness
of the nutmeg manufactured in Connecticut, the
governor is considerable of a man when one considers the
"pull" he must have now. The last legislature empow-
ered him to appoint "street railroad," "railroad" and
"steamboat police," and it has been found necessary to
ship in an extra supply of "infiooence."
THE system of evening excursion tickets as adopted at
Delaware, Ohio, and described in this number, is
full of suggestions and the plan can profitably be adopted
in a large number of cities. It creates riding, and fills the
cars at a time when they would otherwise carry light
loads. It also has the double advantage of incurring no
additional expense and popularizes the road.
IN spite of the uncertainty which prevails in financial
circles and the misfortunes which have come to many
of the manufacturing interests in this country, the street
railways and their supply men have held their own nobly.
A very considerable amount of new work is going forward
and the showing for the year, while below that antici-
pated, promises to make a handsome showing.
STREET railway securities in Chicago have suffered
with other stocks during the past ten days, in one
instance, City Railwa}', which is traded in but little, sell-
ing down to 220. This, however, was on a forced sale,
and was quickly taken. It subsequently recovered to
270. West and North Chicago cables also suffered.
The prices at which these securities are quoted are the
result of the close money market and in no way indicative
of values, as all three companies are earning a much
larger revenue than ever before, and have continued to
do so all the season.
THE inventor is now turning to safety car fenders,
very much as the young man's fancy is said to turn
to love, in spring. As usual, many of them are evolved
from the minds of people who do not know a trolley base
from a wheel base; others promise to produce something
of practical value and use. A few exaggerated types con-
template a sliding net, which reaches almost to the lead-
ing car. It is needless to remark that no such atrocity
will ever be adopted. There is, however, a good field for
a perfect car fender, but to be successful it must be much
more simple in construction and action than very many
which are now being advocated in the daily papers. It
is to be hoped that at the Milwaukee convention there
will be a fender field day, in which all the new fangled
life saving devices shall be given an actual demonstration.
To weed out the useless ones, it might be well to condi-
tion entrance to the trial on every inventor being required
to stand in front of a high speed car and show the rest of
us how he picks himself up.
4fi0
(^ked/lF^iUia^j^VleW*
A REMARKABLE case has just been unearthed in
this city — remarkable rather in its complete expo-
sure than in its rarity — and recounted in full in this issue,
under the title of " Dehberately planned accidents." It is
a strange but true confession of a young man who
attempted first personal injury and later suicide, as a means
of defrauding an insurance company out of heavy dam-
ages. The ethciency of the cable car system is incident-
ally illustrated in the fact that while the young man
deliberately threw himself in front of a rapid moving
train he failed to secure any injury and was forced to
shoot himself in his progressive method of self-mutilation.
The very strange feature of the case is, the man is well
educated and cultured, and beyond any question is in his
right mind. If money is the root of all evil it is very evi-
dent the vintage of '93 in Chicago includes some mighty
tough snags.
SLEEP is, apparently considered, in Chicago, a great
luxury, and one that must be paid for. Some visitors
to our knowledge have paid for a small bedroom sums
running from four dollars to four pounds. Thus sayeth
the Electrical Review, of London. We have known
people to pay three hundred dollars for an animal worth
about fifty dollars, but it was because they were "horsed'
for not knowing any better; and if some " visitors to our
knowledge" paid twenty pounds for a small bed room in
Chicago in the year of grace 1893 they must have taken it
for the entire World's Fair season. The truth is, hotel
accommodations are cheaper and better in Chicago
to-day than in any other city on this continent, and the
supply provided has been so extensive there are two
rooms for every guest. An English contemporary also
further jeopardizes his welfare in the next world by the
ridiculous statement. " It would be almost cheaper to
take an outgoing train from Chicago, in order to sleep."
It is a fact Chicago people are the most energetic on earth'
but they do take a nap occasionally, and without the
necessity of leaving town either. Very desirable rooms
within walking distance of the Fair can be had for one
dollar per day.
AS predicted in these columns, the visit of our Euro-
pean friends to the World's Fair is destined to
become a most powerful factor in hastening the day
when mechanical traction shall displace animal power in
the propulsion of street cars, across the water. Already
the good work has ,begun and in a recent issue of the
leading daily, in Manchester, England, appears a long
letter from one of the prominent citizens of that city who
is visiting Chicago. He is amazed and delighted at the
demonstrated capabilities of both the cable and electric
lines in our large cities and heads his letter "Electric
Cars in America: why not here ?" He grasps the great
problem of distribution of population and closes with
these words: — "I have seen these cars worked under all
conditions, and comparing our system with theirs we seem
to be a long way behind in providing adequate traveling
accommodation for the public. I think that if a cheaper
and quicker means of traveling were adopted in Manches-
ter and Salford, it would be a great relief to the population
in the congested parts of the city, as the public would then
be able to live as cheaply outside the city, and in a purer
and more healthy atmosphere."
THE death of John Stephenson brings a feeling of
sorrow and regret to the entire street railway fra-
ternity. Although personally known to comparatively
few of the present generation of railway managers, it may
safely be assumed his name and reputation is held in high
esteem bj- every street railwa}' in the world. Himself
the pioneer in the building of street cars, he has lived to
witness his first crude efforts expand and develop into a
tremendous industry, and magnificent sj'Stems of intram-
ural transportation grow into an absolute necessity of the
cities which have been called into existence within the
span of his four score years and four. The story of his
life is full of interest to old and young, and to the latter
affords a splendid example of the reward which comes to
the young man of integrit}' and purpose. John Stephen-
son was a man whose life and business was made to con-
form to the religion he not only professed but thoroughly
believed. Crowned by all the glories of a grand old age,
he has been called away, but his name will ever live, not
only in the memory and respect of those who who knew
him, but by the thousands who in years to come are to be
called into the service of street railway management.
A RECENT ordinance has gone into effect in Balti-
more, compelling street cars to make their crossing
stops on the near side of streets, and conceived as a
"safety measure." Its passage was unsuccessfully opposed
by the companies and the arrangement is very unpopular
with the public, and works a special hardship on strangers,
as the rule is in force in no other large city to our knowl-
edge. As might be expected, much time is lost in mak-
ing crossings in this way, as the stopping of the car before
going over the cross street gives teamsters an opportu-
nity to pull in front of the cars, and even after the go
ahead signal is given the gripman must wait until the
street is clear. Truck drivers, as a rule, will stop when
an approaching car is about to cross their street, which
gives the car a quick and safe crossing, but when the order
is reversed and the teams practically given the right-of-
way, a whole car load of passengers are made to wait the
slow progress of two or three loaded wagons. With
this repeated at every crossing in the down town district
the annoyance can readily be imagined. The judgment
of the best street railwaj- managers is positively in favor
of making the crossing before stopping for passengers,
and we fail to see any possible advantage, unless it might
be that women in leaving the car would perhaps be more
likely to face ahead on account of the crossing being in
that direction. The disadvantage of landing passengers
in the street instead of on the cross walk in muddy
weather must prove very great. Incidentally we call
attention to this as another instance of the obvious impro-
priety of municipal management of street railways.
(^lAed.l^^aiWii^9\eA/lcu^
4H1
ONE of the most interesting and promising uses to
which electric cars maj' be put, is about to be
given a practical demonstration in the city of St. Louis.
The city dispensary is in the heart of the city, while the
insane asylum, poor house, female hospital and city hos-
pital are some considerable distance out. At present the
removal to r.ny of these, involves both danger to the
patient and a heavy e.xpense to the city. Dr. Homan,
the health commissioner, has conceived the idea of an
electric ambulance car, mounted on extra springs, and
fully equipped as an emergency hospital on wheels. Bunks
for patients, and a full complement of instruments, medi-
cines, a skilled surgeon and a trained nurse are included
as a part of the equipment. The ease and speed with
which the car can run, and the advantages of light, air and
room in which to work, combine to make the facilities
well nigh perfect. The electric mail cars now in com-
mission in St. Louis are a splendid success, and we predict
even greater for the ambulance car. There are districts
in many cities where it would not be advisable to substi-
tute the car for the present wagon, but there is in every
city a wide field and a most promising future for the new
hospital on wheels.
WE are enabled this month to publish extensive fig-
ures on the econom}' of electric railway power
plants. One set of results is from a very small system,
the other from a very large one. That from the Cedar
Rapids plant is specially interesting, because so few fig-
ures have been published from small stations and because
it shows that by proper station design and the employ-
ment of intelligent men the economy is not necessarily-
much lower than with large plants. At Cedar Rapids
the equipment is not that which is supposed to be capable
of the highest duty, but the results are among the best.
The Minneapolis tests bring out many items of interest in
regard to the economy of different fuels and types of
machinery. On account of the varying character of a
street railway, load efficiency tests are rather difficult and
that is probably the reason that so few roads have any
idea what they are doing in the way of station economy.
The car mile is a far less difficult basis to figure on than
the horse power hour in railway plants and is coming to
be pretty generally accepted as a standard of comparison.
Every road should know what this item comes to in its
station and if the result is not favorable as compared to
others using the same fuel it should investigate by syste-
matic tests until it finds the reason for such discrepancies.
THE fourth annual report of the Inter-State Com-
merce commission for the year ending June 30,
1891, is just issued from the Government printing office.
One of the most striking statements is found in the geo-
graphy of new railroad tracks. Of the ten groups into
which the United States is divided by the report the-
greatest amount of new track is found in group V which
includes Kentucky, Tennessee, Mississippi, Alabama
Georgia and Flordia, with a gain of 868 miles; and group
IV', second, Virginia, West Virginia, and the two Caro-
linas with an increase of 802 miles. It will be remem-
bered that prior to the war the South led the North in
the number of miles of railroad, and was building at a
much faster rate. It is now beginning to recover in this
respect and the conclusion of interest to street railway
men lies in the fact that those elements which make
activity in steam railroad construction possible, mean the
growth of southern cities and the construction in them of
new electric lines. Florida and South Carolina have
each christened their first electric within the past few
months, and the work accomplished and decided on in
New Orleans, the city from which the Gulf States take
their keynote, will be very large. It is a development
which will be far less rapid than has characterized the
northern cities, for there are few large cities in the south,
and the people there are slow to act and have less capital
to do with. But the work so far has been uniformly
good and the future of electric railway building in the
south for the next few years is good.
THE failure to electrocute murderer Taylor in the
Auburn prison with a 1,700 volt shock, places those
papers which are eternally howling about the "deadly
trolley," with its 500 or less volts in a decidedly' defence-
less position. In the Auburn case every possible advan-
tage was insured to give the victim the full benefit of the
current, while it could rarely ever happen that a trolley
wire would have an equal opportunity, and also is limited
to less than one-third the voltage which was employed so
unsuccessfully at Auburn. It would seem as though there
had been about enough of this barbarous killing by inches,
unless the design is to make the execution a double les-
son to evil doers by emphasizing it with intense suffering.
In that case the old style public execution of being drawn,
quartered, and having one's head elevated on a pike-staff,
would seem to be more like the real genuine article.
Capital punishment doubtless cannot yet safely be aban-
doned, but in the name of common humanity, let it be
effected dec ntly and in order. A death chamber, which
could be instantly filled with noxious gases, causing first
insensibility followed by speedy death, would seem to
fill all requirements and be both easy of manipulation and
positive in action. It certainly would seem time to relieve
so good and useful an agent as electricity from what
appears httle less than a prostitution of its honest purposes.
In any event let us hear no more of that "deadly trolley."
STORAGE BATTERY DECISION.
JULY iS, Judge Coxe handed down a decision declar-
ing the patent of the Electrical Accumulator Com-
pany, covering the Faure process, of putting on
the active material of a storage battery in the shape of
paste, to be void, owing to the previous expiration of the
Spanish patent on that process. The defendant in the
case was the Julien Electric Company, representing the
Consolidated Electric storage Company. This latter com-
pany owns the fundamental Brush patents on the storage
battery and, although the Faure patent is expired, the
Consolidated claims that this fact is of no value to the
public.
4(;2
(^lA^d/J\mWayj^ieW'
JOHN STEPHENSON.
The Builder of the First Street Car— A Brief History of an Intensely Interesting Career— At the Age
of 84. His Death Occurs at His Home in New Rochelle.
THE passing away of the venerable John Stephenson
again reminds us that the institution of street
railways and their beginnings are becoming a part
of history, and to few men has it been given to see their
first labors so grow into recognized importance and sign-
ificance. And to no man has this unusual happiness come
more fully.
Out of poverty into
wealth, out of labor into
ease, out of insignific-
ance into world wide
reputation: the founder
of an industry and en-
joying the attendant
honor — is not that a
rare combination of all
that makes life worth
living, or industry
worth the battle? And
that too, deservedly.
Men have fought for
liberty and died in
chains. Men have
struggled for knowl-
edge and died at the
stake. Men have
founded industries and
perished in poverty, but
here is a life that found
a full fruition of early
toils and pains.
The early part of this
century, whose genius
marks its children, and
the costmopolitan influ-
ences exerted on Mr.
Stephenson's impres-
sionable years may have
had more effect than we
are now able to trace.
In relation to this it may
be stated that July 4,
i8o9,was John Stephen-
son's birthday and County Armagh his natal place, while
his father, James Stephenson, was an Englishman and his
his mother a Scotch woman. In 181 1 the family
removed to New York and here John Stephenson
received an essentially American training. Young
Stephenson passed his school days at the Wesleyan
Seminary in New York city, and afterwards, in obedi-
ence to his father's wish, mounted the merchantile office
stool to learn the theory of merchandising. After three
years of this training the young man successfully urged
JOHN STEPHENSON.
Inventor and builder of the first street car. Born, July 4, 1S09. Died. July ,11, 1893.
(From a photograph loaned by his daughter.)
his father to apprentice him to a coachmaker, Andrew
Wade by name, where the mechanical proclivities of the
future street car builder could have free scope. Mr.
Stephenson was at this time 19 years of age. The two
years that he remained in Wade's shop were busy ones,
for after the day's work the young coach builder spent
his evenings studying
mechanical drawing and
designing.
Andrew Brower,
who was owner of the
pioneer stage line of
New York, having
started his line in 1827,
was Wade's chief
patron in repair work
and naturally met the
coachmaker's assistant
in his professional duties.
Brower quickly recog-
nized the youth's abili-
ties and persuaded the
young man to leave his
emplo3er and begin
business on his own ac-
count. This he did,
and after two years ap-
prenticeship opened the
embryonic factory of
the John Stephenson
Car Company, limited.
This was May 1,1831,
and with small capital
and unlimited courage
John Stephenson
launched his first busi-
ness venture at 677
Broadway, New York.
His patron was as good
as his promises and kept
the little shop busy with
repair work. Larger
affairs, however, reign-
ed in Stephenson's brain and the omnibus was created.
A number of these were built for use in New York
streets and were becoming very popular, when on March
29, 1832, a fire demolished the entire premises occupied
by the Brower stables and the Stephenson shops, leaving
both patron and client without plant or means. The fire
carried away Mr. Stephenson's original $400, together
with the $1,200 increase, which the growth of business
had added to the original sum.
With litde delay however, and stout heart and willing
(^tIiki^^^^iyiW^S\^i&W'
4«3
hands Mr. Stephenson began again the following May.
This time at 264 Elizabeth street. It was in this shop
that the first street car was built, and operated upon the
first street railway, the New York & Harlem: the first
branch of which ran from Prince street to Fourteenth
street. The initial trip was made this same year, 1832
with great ceremony.
The John Mason, for so this first car was baptised, was
an immediate success. It was named after the president
of the road and quickly followed by the "Mentor," the
"For-get-me-not" and others. The first car made its initial
trip November 29, 1S32, and carried the members of the
common council and other distinguished citizens. A
patent was granted on this car and the original papers
signed by Andrew Jackson, president of the United States,
is still in possession of the Stephenson family. Other
early orders were from Patterson, N. J., Brooklyn and
Jamaica, N. Y. and from Cuba and Florida.
In 1836 Mr. Stephenson purchased ground for a fac-
tory at 129th street and Fourth avenue, but the financial
crisis of that year drove him to the wall and another time
he began life over again. All his creditors were paid
fifty cents on the dollar in the first instance and seven
years later every one was paid in full. Mr. Stephenson's
unswerving honesty refused to take advantage of the
bankruptcy law and every penny of the debt was fully and
finally paid.
In 1843 a new factory site at Twenty-seventh street and
Fourth avenue was bought and in seven years paid for,
factory, debts and all liabilities. In 1852, the Second,
Third, Eighth and Ninth avenue roads in New York were
granted charters and Mr. Stephenson, as a matter of
course, received the contract for the cars. This was the
beginning of active car building and since then Europe,
.\sia. South America and even Africa have called upon
the John Stephenson Company, Ltd., for cars, carrying
to every quarter of the earth the name and fame of John
Stephenson. The little shop has grown to a factory
employing 500 hands, with a capacity of four cars a day^
and the street railway interests fostered there have
increased now beyond any certain calculation.
In 1833 Mr. Stephenson married Miss Julia A. Tieman,
whom he survived but two years.
Since the death of Mrs. Stephenson the family has con-
sisted of one daughter, Mrs. D. W. Pugh, and two sons,
J. B. and S. A. Stephenson, who are interested in the
Stephenson Companj-.
Of late years the family residence has been at New
Rochelle, N. Y., on the Boston Post road, where a mag-
nificent granite residence was erected Here, in peace
and plenty, John Stephenson passed his last years.
His death occurred July 31, at 5 o'clock p. m., and
resulted from a general weakening of the system, conse-
quent upon a severe attack of the grip three years ago.
Until the Thursday before his death Mr. Stephenson
was able to attend to his official duties with as clear saga-
city as ever, and with the ability that has characterized
his entire career.
By faith a strong Methodist, Mr. Stephenson was
always a firm friend of all religious and philantropic work,
and many a young man owes his advancement in this
world to Mr. Stephenson's teachings, examples and prac-
tical help. A thorough musician, for years he was a
member of the New York Sacred Music Society, and for
forty years he was choir leader. Always refusing
political preferment, although often urged to become
active in public life, he has ever remained the same ster-
ling, honest, public spirited citizen and clean-lived man,
whose death removes him from a large circle of strong
friends and a large number of admirers.
ST. LOUIS STREET CAR AMBULANCE.
ST. LOUIS seems to have a quicker appreciation of
the adaptation of the electric railway than any
other city. She started with a postal mail car,
the first of its kind in the world, and now proposes to put
in service an ambulance car.
The idea originated with Dr. George Homan, the city
health commissioner, and promises to become a most im-
portant auxiliary in the work of his department, the
object being to displace horse vehicles in conveying
patients to the hospitals.
Three large institutions of this character, namely, the
Insane Asylum, Poor House and Female Hospital, are
grouped in a suburban location some miles distant from
the central part of the city, where the city dispensary is
situated, and from which place all classes of disabled and
ELECTRIC AMBULANCE CAR.
dependents are forwarded to the proper institution pro-
vided therefor. All these institutions, and the city hospi-
tal as well, are in near relation to or directly on the route
of one of the principal railway systems (the John Scullin
lines) and this fact was one of the considerations that
determined the employment of this class of vehicle for
the purpose stated. It is intended that the cars shall be
run on schedule time, starting from the central part of
the city, receiving en route such sick or injured persons
as may be found necessary, and delivering to the several
institutions those respectively assigned to them.
Of course a special car will be required, and will be
fitted with bunks for such patients as cannot sit up,
and with seats at the rear of the car for those who are
not so weak or disabled. Extra springs will be placed
under the car body, and probably under the bunks, so
that the jar of transportation will be almost wholly over-
come. The comparison between this car and the wagon
4C4
(^ticctlF^aiWay'ii^ylcvV'
ambulances now in use in all cities will bear about the
same relation that an easy phaeton on a boulevard does
to an omnibus running on cobbles.
At the forward end of the car, shelves, racks and
lockers will contain all necessary instruments, medicines
and appliances for emergency use. Everything necessary
for the successful treatment of all classes of emergency
cases, surgical, obstetrical, poisonmg, etc., will be at hand,
and a skillful surgeon and trained nurse will accompany
each car for the care and relief of patients. In brief it
will be an emergency hospital on wheels, and there can
be no doubt that its utility in the several points of speed,
r
R\5LL
i
i
lo
PROPOSED PLAN AMBULANCE CAR.
safety, ease, efficiency and economy will quickly make
the introduction of the S3'stem in every city a necessity.
The advantage of room, light, air and ease of motion
place it far in advance of the ordinary hospital ambulance,
in which little is possible beyond a hurried and thereby
possibly fatal trip to the hospital. The ambulance car, on
the other hand, has every facility for the immediate relie'
of the patient, and as every surgeon knows, in emer-
gency cases this often decides the fate of the injured
person.
INTERIOR AMBULANCE CAR.
There are, of course, congested business districts
where it will be impossible to dispense with the wagon
systems, but for long hauls, such as are usual in most
cities, there is a magniticent future for the electric ambu-
lance car, which can go anywhere electric lines extend .
Mr. Scullin is greatly interested in the plan and has
given Dr. Homan practically carte blanche. The final
plans for the interior arrangement of the car are not yet
fully decided on, but we illustrate the one which will in
all probability be adopted.
The council of the city of Paris has voted 3,000 francs
to pay the expenses of the chief engineer of lighting and
highways to America and the World's Fair. He will be
required to report on the state of electric traction and
lighting in America, or as an English contemporary puts
it, "upon the exhibition in general, and America in par-
ticular as to lighting and electric traction."
COLD STORAGE FIRE.
OUT of the smok}' horror of the burning of the
Cold Storage Warehouse of the Hercules Iron
Company; after the sickening recital of scenes
that makes men's blood run cold, comes a flower of sym-
pathy that knows no boundaries of state, cit\f, race or con-
dition. It grows from the human heart, and brands the
lie upon the proverb of "man's inhumanity to man."
It is needless here to recount the number of the vic-
tims, or to tell an eye witness' story of the horrible
moments between the time when the crowd regarded the
fire as a huge joke and the awful united groan that went
up when the first brave fireman dashed himself to death
on the roof below the tower.
■■»»
-v::*:*..,
Illiillllilillllllll *>■
COLD STORAGE FIRE — INSTANTANEOUS PHOTOGRArH AT MOMENT
WHEN ESCAPE WAS DISCOVERED IMPOSSIBLE.
It is not our place to examine the witnesses and place
the blame of the death and injury of a score of brave
fellows, who willingly went into the death trap at the
order of their chief and the call of humanity'. Our
engravings tell the story better than the words of a poet
or the brush of a painter. The camera is your best
reporter, always truthful, always effective, and to j'ou,
reader, we leave the story told by it.
The first engraving shows the beginning of the fire,
just after the flames had fastened their fangs on the
lower part of the Tower, cutting off all escape by the
interior stairway.
The Review correspondent has mounted the Intra-
mural Railway at the Colonade, from which station
(jolJicd/J^ailM^j^yleu^
4f)5
smoke could be seen floating in a thin nimbus above the
top of the tower. When the train had reached the
Transportation building the fire was well under way,
and the firemen could be seen clustering on the fatal
ledge of the tower top. On reaching the Service build-
ing station, flames could be seen bursting from the lower
part of the tower and from the main roof. Thus the
awful swiftness of the conflagration may be understood.
By this time the correspondent had reached the ground,
and was standing transfixed and powerless against the
Transportation Annex. The tower fell, carrying with it
human lives, the number of which only the day of judg-
ment will reveal.
trie light plant. Its cylinder measurement was 13 by 12
inches, and was perfectly adapted for its functions. In
appearance it gave an impression of extreme rigidity and
strength, the deep and broad frame, heavy wheels and
shafts, and compact design all contributing to this general
effect. We are sorry that the conflagration precludes an
engraving of this engine, which the Rfaiew hoped to
illustrate in this issue. It may be said, however, that
this is not the last chance, by any means, of illustrating
the Ames Engine Works designs, as they are rapidly
becoming favorites among central station engineers.
Although they have been upon the market but a short
time and are among the highest priced engines, their
COLD STORAGE FIR E— INSTANTANEOUS PHOTOGRAPH AT INSTANT WHEN TOWER FELL.
Our engraving shows this fall of the tower, and is a
powerful and speaking likeness of the awful holacaust.
LOSS OI'- TllK AMKS ENGINE EXHIBIT.
There was at the Cold Storage Building a complete
power plant of the most modern] pattern, which was
destroyed with the other valuable and expensive machin-
ery installed by the Hercules Iron Company.
Among the engines lost, the largest was a loo-horse-
power automatic, built by the Ames Iron Works, of
Oswego, N. Y., which was used exclusively for the elec-
sale has been so rapid that the company is about to erect
new shops to keep pace with this increased popularity.
The new shops are about 100 by 400 feet in dimension
by three stories in height. The Chicago office, at 18
South Canal street, will be pleased at any time to explain
the advantages and prices of the Ames product.
A Rochester man has a device for stepping an elec-
tric car within three feet when running at full speed. At
the rate most electrics run there would not be much of a
car left to stop at the end of a week.
4<J6
(^iiicct J\adM^ ii^ym/
%^1^^^-i^Ca
Si'
^KiMi^J
A ZiPERNOwsKV dynamo is shown by Schneider et
Cie, of Creusot, France, in Machinery Hall. It is for
alternating current work and at 500 revolutions has a
capacity of 25 amperes at 2,000 volts.
French bells for electric work are shown b}^ A.
Domage, of 74 Boulevard Voltare, Paris, in Machinery
Hall. They are in round, twisted and link type and
finely finished. A 32-inch belt made of pieces of leather
cut ?4 of an inch wide and sewed together with the edge
for bearing surface is a notable feature.
In honor of Mr. Stephenson the Stephenson Car Com-
pany's exhibit in street car row was draped in black and
closed to visitors. A notice over the door of the car
explained the cause of the mourning.
July 31 was engineer's daj' at the Fair, when the
American Society of Mechanical Engineers visited the
exposition in a body. A regular program was performed,
including a visit to the moving sidewalk on the pier and a
trip in the Ferris wheel.
One of the most beautiful sights is the view of the
Ferris wheel, from the elevated railroad after night when
the monster merry-go-round is lighted by thousands of
incandescant lights. The two rows of lights give the
appearence of two immense wheels of fire.
Visitors at the Fair will be interested in learning that
the light but substantial building occupied b}' the Oil Well
Supply Company, which is seen from the intramural
cars just south of Machinery Hall, was built bj- the well
known Shifller Bridge Company, of Pittsburg, Pa.
Accidents at the Fair have of late been rare. R.
McSmith, however, spent several da3s nursing a sick
toe, caused by dropping a section of the moving sidewalk
on that useful member, and Mr. Putman, of the W. F. &
J. Barnes exhibit narrowly escaped amputating his own
finger in a cog wheel.
The Westinghouse direct coupled unit in Machinerj-
Hall has just been put into commission. The generator
is a continuous current multipolar and the engine a
compound Allis-Corliss. The armature is in the shaft
between the two main bearings and a fly wheel is pro-
vided to steady the speed.
R. W. Pope, secretary of the Institute of Electrical
Engineers, and his cordial welcome to the cool quarters
of that body, are appreciated b}' all visiting electricians.
The Institute headquarters are in the gallery of the Elec-
tricity building, in the south end. At any hour of the
dav several well known electricians may be seen there.
The intramural road is doing a good business ever}'
day and evening. There is nothing more restful after a
hard day's tramp about the grounds than a cool, high
ride on this road. The view from the line at night when
the electric lights render the World's Fair the Jackson
Park addition to Paradise, is second only to a view from
the Ferris tension wheel.
One of the double reduction camels in Cairo street
surprised a harmless looking dude the other day, by mak-
ing a single mouthful of his hat. The headgear was of
the circus tent variety and no doubt when the camel
comes to die and his stomach is examined (see Wood's
Nat. Hist., vol. r, p. 770 et seq), a hat string and a silk
marker will be found wound up in his stomach.
Near Queen & Company's exhibit, in the northeast
part of the Electricity building, the Miyoshi Electrical
works of Tokyo, Japan, have installed an interesting
exhibit of bamboo electroliers and a number of large
views of earthquake scenes. The company was founded
in 1883, and makes dynamos, motors, telephone and
telegraph material. The work is characterized by the
usual Japanese delicacy of execution.
California is one of the best represented of all the
states. Besides the big California building, the Mining,
Agricultural, Transportation and Manufacturies build-
ings contain worthy exhibits of Californian skill and soil.
In Machinery Hall, the Golden State and Miner's Iron
Works, of San Francisco, shows a slide valve Corliss
engine, the invention of I. F. Thompson. The leading
features are: one eccentric, all flat side valves; exhaust
valves fixed; steam valves, quick action. It stands in
Section M, No. 43.
(^Kect J\aiWdy li^Vic\/
467
THE VAN NUIS AND THE ALBERT & J. M.
ANDERSON EXHIBIT.
AT the very beginning of street car row on the
north side and at the end thereof is the very com-
plete display of Albert and J. M. Anderson, of
Boston, side by side with the exhibit of Ajax switches
and Fulmen lightning arresters, shown by C. S. Van
Nuis, of New York. Both are under the complete care
of T. A. Matthews, of New York.
The Ajax switches are mounted upon three slate panels
and make a handsome showing of shining brass against
the black background. They are of 400 amperes capa-
city, one, two, three pole station types, and of the neat-
est and most durable construction. Weston ammeters
are attached. The center panel contains also an Adjax
lightning arrester which has had the best of results in
actual use. A prominent electric manufacturing company
■ THE ANDERSON A THE VAN .NUIS EXHIBIT.
located in Electricity Building, recently bought a number
of Ajax arresters for protection of their exhibits, after
learning the lesson of prevention by losing $2,500 of
valuable machinery in one fell stroke.
The inventor of these appliances gives his personal and
undivided attention to this improvement and construction
of his specialties, which insures their workmanship and
reliability. The central station man who neglects to
investigate the Adjax switches and arresters makes a seri-
ous mistake.
A. & J. M. ANDERSON
have a very artistic and complete display of their special-
ties immediately to the west of the Van Nuis exhibit.
Here, extending across the entire space is a trolley wire,
completely arranged with joint insulators, bracket arm
insulators, hangers, Aetna railway bell insulators and
other A. & J. M. Anderson line material.
On a fine oak stand near by, a glass exhibition case
shows a full line of the above materials, together with the
other well known Anderson specialties, including bracket
arm hangers, bridge insulators, G. N. single curve pull
off and double pull off, Globe strain insulators and the
famous Brooklyn insulators, trolley wire ears, anchor or
strain ears, feeder ears, spare lamp bracket, trolley wheels,
base and parts of the Boston trolley and the famous West
End trolley wheel.
On the floor at the west limit of the space, unfortu-
nately not well shown in our engraving, is a Pivotal Bos-
ton trolley complete. The base is movable laterally, to
accommodate curves and switches, but at the same time is
of strong and durable construction, long enough to distri-
bute the strain and as light as is compatible with security.
The pole maj' be pressed almost flat to the floor, so that
its action on the car roof would permit the passing of low
bridges and under doors without danger or inconvenience.
It always rises to the occasion and its depression is only
momentary, two very good attributes of trolley poles as
well as of men.
The exhibit attracts wide attention among all classes of
street railway men, from the manager to the conductor,
one appreciating the line work and economy of the Ander-
son apparatus and the other becoming quite ecstatic over
the Pivotal Boston trolley, The trolley is equipped with
the West End trolley wheel, which attracts its due amount
of attention.
Mr. Matthews, the gentleman in charge, is interested in
the Ajax specialties, but is also capable of giving pointers
on the Anderson materials.
THE WIRE EXHIBIT OF THE ROEBLING
SON'S COMPANY.
THE exhibit of John A. Roebling Son's Company
although closely allied to electrical and transporta-
tion interests is to be found in the Manufactures
Building near the northeast corner of the main floor. The
view here shown was taken from the north gallery look-
ing southwest. The most prominent feature of the
exhibit is of course the big cable reel, a description of
which can be read from the photograph
itself. It represents the size and form of
construction of the reel upon which will
be shipped the cable for the Third avenue
line in New York. It is twelve feet in
diameter and ten feet wide. The cable is
I J^ inch, the size that is now running
on Broadway, a section of which is here shown. It is
composed of six strands of nineteen wires each. The
painting at the south is of the Brooklyn bridge ; that won-
derful engineering achievement which immortalized the
name of Roebling. It is by William H. Lippincott, of
New York and is a view from the Brooklyn side looking
southwest. The exhibit of course contains some sam-
ples of the cable used in this structure. They are com-
posed of 6,000 No. 7 galvanized steel wires laid straight
and bound together every 8 inches. Each side of the
picture are rosettes of wire rope tapering from 3 to J^
inches in diameter. Below these are specimens of flat
468
(^ti£ctj\ailw:ay"l/\eVl^
wire rope. One of the standard grips of the Chicago
City Railway is a feature of the exhibit, as well as a
number of sheaves and other appliances for rope trans-
mission. In the line of copper wire for electrical pur-
poses there is a pyramid of different sized reels of cres-
cent rubber covered wires, a show case full of magnet
wire for field and armature winding, and a one mile reel
of No. o hard drawn copper trolley wire, besides a num-
BROWNELLS ARTISTIC EXHIBIT.
THE ROEBLING EXHIBIT.
ber of minor samples of lesser importance. Lead covered
cables for underground work are shown in a variety of
forms one specially interesting feature being a board of
sample joints for lead covered cables. Taken altogether
this exhibit is one excellently typifying the important part
Roeblings Son's Company has played in the engineering
works of this country, during the term of its existence.
The display is in charge of Chas. H. Sewall.
THE TAYLOR TRUCK EXHIBIT.
THREE spaces are jointly devoted to Taylor trucks
in conjunction with other devices. In the Trans-
portation Building, the J. M. Jones exhibit shows a
truck fully equipped under car, as mentioned and illustra-
ted in the June number of the Street Railway
Re\'iew.
At Z, 4, Transportation, there will also be found a
Taylor truck in joint showing with the Genett air brake,
described in a previous issue of the Review. The truck
here is raised off the floor, and may be examined with
great ease.
In Electricity Building, with the General Electric Com-
pany's exhibit, is shown a Taylor truck, upon which is
mounted a Thomson-Houston motor. The exhibit is
altogether a practical one, showing the Taylor truck
mounted with motor, carrying the car body, and its action
under the Genett brake.
The Taylor Company is now getting ready to manu-
facture a new double truck, from which the best of results
are anticipated. Experts to whom the plans have been
shown pronounce it a first-class article.
IF ever art has risen to its highest ideal and "felicitous
fulfillment of function," illustrated to the joy of the
artist and the pride of the practical man, street car
row in the Transportation Annex shows it.
In aisle L, next west of the A. & J. M. Anderson exhi-
bit, stands the Brownell car, which is the immediate
animus of the above remarks. The car is of the acceler-
ator pattern, on which President F. B. Brownell has been
granted patent rights, and the design of the car is to
show the artistic and novel in street cars for exhibition
and not for competition. It is hardly worth while to
state here the many advantages claimed for the accelera-
tor, but suffice it to say that the points are: First. In
location of the doors so that larger loads can be carried
inside the car and on the platform, with a minimum of
time for unloading with comfort and safety. Second.
The increase in receipts and reduction in expenses conse-
quent on the above conditions, with the results given in
the Latin motto on the car displayed.
The car shown at the Exposition is of the 20-foot
body closed pattern, with 4-foot platforms, thus making
28 feet over all. The width of the body is 7 feet 6 inches
at arm rail, or over all 7 feet 10 inches. The capacity is
"room for one more," with seats for 26 and room for 112
passengers without obstructing the passage to and from
the street.
Beginning with the ground. The car is mounted on a
Brownell improved non-oscillating electric motor truck,
fitted with Brownell & Company's improved radial draw
bar, with eye-beam slider, and the steps are solid
wrought metal with rubber pads.
The car is painted in Cadmium yellow and white, let-
tered in gold in pure empire design, harmonizing in every
detail with curtains, rug and carvings. The whole effect
being congruous and elegantly quiet.
On one panel appears the following Latin legend:
"Capacitas, pecuniae, dividendae, commoditas," which
means capacity, money, dividends and commodiousness.
The scheme of interior decoration is to show what
civilization has accomplished in the new world since the
Columbian advent, celebrated by the Exposition. The
color scheme of the interior is white and gold. The
ceiling is decorated by artists whose works have held
place in the salon of Paris. In the decorative work and
with the above mentioned motif, one side represents
semi-realistically the Puritans of New England, and the
difficulties encountered by them with the Indians, even in
their worship ; the great prairies, the buffalo and the Indian ;
the far west, the cliff dwellers and the deserts. The
opposite side shows the change resulting from the victory
of civilization over the rude, wild and untamed. The
figures represent science, sculpture, painting, music, min-
ing and agriculture. The dome shows a discoverer of
the new world with olive branches, and a goddess of
plenty with roses.
The seats and backs are old gold colored silk plush
upholstered with curled hair, and the glass, in keeping, is
(^ticd^lf\aiWaylf^eVle^
4(;9
polished plate. The curtains are satin damask ivory and
gold and the doors are of select mahogany, four to a car,
accelerator style. The floor is laid with wood slat mats
covered with walton rugs.
The seat fronts are of 3-ply veneer perforated, and
finished in white.
The metal trimmings are gold plate, Roman gold fin-
ish, and the lamps are combination oil, with electrolier in
the center of the car.
The car roof is of the Brownell improved trussed
form; the outside section being made of 3-ply veneer in
one piece, all surmounted with their patented improved
trussed trolley bridge.
The whole car is a picture of elegance and attracts the
careful examination of ever}' passer-by.
pan}', has general oversight of the exhibit; but the cars
speak for themselves.
The art decoration is the most expensive ever put
into a street car and cost $2,000, and are worthy of Mr.
Brownell's well known ability to judge in such matters
In closing, we might state that the Brownell exhibit is
built for exhibition only and not entered for competition.
THE EUREKA TEMPERED COPPER COM-
PANY, OF NORTH EAST, PA.
ON the west gallery of the Electricity building,
south of the center, the Eureka Tempered Cop-
per Company, of North East, Pa., has a beauti-
fully designed booth, the walls and floor of which are
BROWNELL CAR COMPANY WORLDS FAIR EXHIBIT.
A few of the minor details, which go far in the gen-
eral appearance of the car, are the oval, beveled plate
glass mirrors on the interior, one on each side, in white
and gold hand carved frames, and the circular exterior of
the platforms with wide nose pieces, giving a straight
exterior outline.
The car can be turned into a summer car by removing
all doors and using storm curtains.
Next to this beautiful car is a complete Brownell Car
Company truck and burglar proof fare box, which com-
plete the exhibit in the Transportation Annex.
In the Electricity Building, however, the joint exhibit
with the Westinghouse Electrical & Manufacturing Com-
pany, shows another accelerator ready, wired and waiting
the inspection of visitors.
Sales agent W. B. Allen, of the Brownell Car Com-
devoted to the display of the products of tempered cop
per.
The wall case is divided into eight compartments, filled
with commutator bars, roll goods, trolley . wheels, arma-
ture bearings and fine cast copper specialties. This pro-
cess of annealing copper was discovered accidentally by
an oil prospector in Pennsylvania, who immediately took
advantage of this fortuitously gained knowledge and has
built up around the discovery a magnificent and increas-
ing business.
The Eureka Company publish several analyses and
substantiate the claim that no chemicals are introduced to
bring the copper to the degree of hardness shown, and
mechanical experts have tested the strength of the fin-
ished product most severely.
The company makes particular application of its goods
470
(^ked/l^aiWa^j^A/tevV*
to electrical industries and besides the specialties men-
tioned above have been doing a large and satisfactory
business in dynamo brushes. Many flattering recom-
mendations from light and power plants all over the
country give evidence of the truth of the statements.
THE W. F. & JOHN BARNES EXHIBIT.
ONE of the most noticeable exhibits in the beauti-
ful Machinery Hall, is that occupying section 14
Column J, 36 and filled with the products of W.
F. & John Barnes, of Rockford, Illinois. The exhibit is
at the south-west corner of the fountain square. In the
center of the group of machines and drills a pretty turret,
or small tower, on the top of which the friends of the com-
pany may observe Machinery Hall in a birds-eye view.
All visitors will be made particularly welcome by J. E.
Putman, of Rockford, who has charge of the exhibit.
five, five-and-a-half and six lathes are also on exhibition
and ready for inspection, these are for fine machinists and
particularly adapted to the use of electricians.
One of the most interesting of the machines shown is
an engine lathe without the cone pulley. The different
speeds are obtainable by a equal arrangement of the fric-
tion disc and leather bound pulley, which takes the place
of the cone pulley. The sixteen-inch friction lathe
is claimed to have 20 per cent greater efficiency than the
old style cone pulley lathes. This lathe is shown in
operation at the exhibit and attracts considerable atten-
tion.
Col. D. B. Dyer, of Augusta, Ga., well known to
Review readers as president of the Augusta Railway
Company, has a most interesting collection of Indian
curiosities, which he has kindly placed on exhibition in
Anthropological building at the World's Fair. The the
\NL> |(JMN ItAKNL-b
Ranged about the center turret the observer may see
every appliance manufactured by W. F. & John Barnes.
Of particular interest the Review man noted anew 20-
inch drill, which has a self feed and automatic stop. The
company claims that this drill is the best produced and are
willing to place it in competition with any drill of the same
size in the market. In addition the back gear is on the
22j^-inch drill. The drill is a beautiful instrument and
gives the following feeds; lever feed, hand worm feed,
power self feed, automatic stop and quick return. Each
feed may be used independently of the others and with-
out requiring any extra motion on the part of the operator.
The friction disc drill is shown and the sensitiveness
and work at any range of speed is shown. Twenty-
inch, 22j^-inch, 25-inch, 28, 34 and 42-inch drills are
shown, all running.
Foot power lathes are shown either with velocipede or
treadle motion. Their number four, four-and-a-half and
exhibit occupies a prominent position in the northwest
corner of the main floor of the building. The collection
was made while Col. Dyer was in the Indian service and
includes among other objects of interest, an Indian "tepee"
model complete, the famous Washington medal pre-
sented in 179S, the Harrison peace pipe presented in
1814. Both of these are in solid silver. An elk tooth
dress made of 1,500 elk's eyeteeth, and a Cheyenne scalp
shirt, decorated with the hirstute appendages of 100 Ute
and Pawnee polls. The remaining features of dress and
equiprnent are well worth seeing.
The government of Madras has refused the extension
of six months' time on the construction of the Madras
Tramways. The reason given for refusal is that the
guaranteed capital of $375,000 was not paid upon time.
The Indian press deprecates the action of the f^overn-
ment saying that the people should be consulted.
(^mcctj\ailwavj^yIW'
471
THE SHEFFIELD CAR COMPANY AT THE
FAIR.
ABOUT Januar}' i the Sheffield Velocipede Car
Company changed its caption leaving out the word
'■Velocipede" as a restrictive clause. In fact the
scope of operation as well as the increase in business
in every department demanded a heading that would
signif}' the enlarged operations of the company. The
Sheffield Car Company of Three Rivers, Mich., makes
every variety of light cars, railway velocipedes and
specialties of a like nature. Their factory is well equip-
ped in every particular for the accomplishment of
special work, making every part of a light car from
wheel to handle.
At the World's Fair the Sheffield Company has a
The Westinghouse Electric & Manufacturing Company
has in its railway exhibition a side equalizing street rail-
way truck of the Sheffield make.
The cross equalizing truck known to the catalog as
No. I. E. Truck is built for either double or single re-
duction motors and adapatable for any make. Its weight
is 3600 pounds with a wheel base of 6 feet. The wheels
are 33 inches diameter. The side equalizer cataloged
as No. 2. E Truck is essentially of the same dimensions
but different in design.
The Three Rivers equalizing electric motor trucks,
claim five points of advantage, namely; less wear on the
track as the blow on the rail is to a degree modified;
longer life of car body, as all twisting strains are obvi-
ated; great ease and comfort to the passengers; less
expense in motor repairs; freedom from oscillation.
SHEFFIELD CAR COMPANY'S WORLD'S FAIR EXHIBIT.
magnificent exhibit a part of which is shown in our
engraving. The space occupied is N., n., and O., s.,
posts 13 and 14, Transportation Annex and the display
is a complete catalog of the devices and cars made by
bhe Sheffield Company.
Here are shown a cross equalizing street car truck,
railway and tunnel velocipedes, number i and 2 hand
cars, a light inspection car, a track laying car, a side
dump car, a center -dump car, two plantation cars such as
are use extensively on the sugar plantations of Louis-
iana, flat cars, and a sail car, a new scheme for harness-
ing the wind for the benefit of the inspection gang and
an odometer car for measuring track milea-ge. The lat-
ter is of the greatest importance to railway superin-
tendents and is the invention of a practical man. In fact
most of the cars shown are designed by men who have
had the greatest experience with cars for the various uses
intended.
In the No. 2. Truck the strain is equalized by a side
equalizing bar introduced upon one side of the truck,
thus giving a three point suspension to the car body giv-
ing the advantages discussed above. In the No. i.
truck the equalizing of the strains is provided for by a
cross equalizing bar introduced at one end of the truck
giving as in the other case, a three point suspension.
The absorbtion or neutralizing of strains is thus accom-
plished, to the benefit of the track and the saving of the
motor and car body. As to the construction of the trucks
their strength and durability are due to the care used in
the selection of material and the heavy type of the
material used. The wheels are of improved pattern and
ground to a perfect match in circumference after being
pressed upon the axle. Any special make of wheel will
be furnished to specification. The axles are solid rolled
steel fitted up as nearly perfect as possible. The boxes
are of inproved type and self-oiling.
472
(^iJiectlJ\adM^li^ev^^
The bearings are made for heavy and continuous wear
and are accurately fitted to the axle. The supporting
truss rods of the trucks being carried wholly on the spring
base gives special facilities for carrying long bodies upon
short wheel base with large carrying capacit)' without
the use of double truck cars. The workmanship of the
trucks is first class throughout and the best results have
been carefully kept in view.
The exhibit is in charge of E. B. Linsley, of the com-
pany who will take pleasure in quoting prices and sub-
stantiating claims. Among the roads using these trucks
may be mentioned; The Pleasant Valley Street Railwa}',
of Pittsburg, the Allegheny & Manchester, the East
Cleveland line of the Cleveland consolidated, the Mil-
waukee Street Railway Company, The Utica, N. Y.
Street Railway Company, the Lindell of St. Louis, and
the Chattanooga, Tenn., Street Railway.
GEO. CUTTER IN ELECTRICITY BUILDING.
NOT far from the executive offices of the Elec-
tricity building on the east side of the gallery
George Cutter has installed an exhibit that is
equally interesting to the electrician and street railway
man.
The display is arranged on several display board-', three
of which are shown in our engraving. The artist found
that, to get an adequate idea of the exhibit with a camera
GEO. CUTTER EXHIBIT.
a part of the exhibit must be left out. Hence there is not
shown a full display board of P. and S. china cleats and
some other of the Cutter specialties. One prominent
feature is the large display of wires made by the Simplex
Electrical Company. Among these are some fine caout-
chouc cables such as have been used both for station con-
nections and for mains in prominent Chicago buildings;
the one at the lower edge of the hoard being four inches
in diameter. Another sample which was shown our rep-
resentative with much pride, was that of the 500,000 cir-
cular mil feeder wire, of which ten tons have been used
by the Chicago City Railway Company. Other sizes are
shown in abundance. Then there is a small display of
fine French carbons, such as Mr. Cutter expects to fur-
nish for motor and dynamo brushes.
The remainder of the exhibit is devoted to Mr. Cut-
ter's own specialties, including the "devil in the cap"
pulleys. The Boulevard street hoods, described in our
last issue, light the space at night, and Simplex tree insula-
tors are shown to advantage. There are shown besides a
number of electric light devices and the Pattee lamp-hour
recorder which is frequently used as a meter on 500-volt
circuits. Another show board has a fine line of main
switches in single, double and treble pole styles, ranging
up to a thousand amperes. In designing these Mr. Cut-
ter has discarded the use of an au.xiliary contact close to
the joint, and carries the current to the blades through a
series of thin and flexible copper ribbons. In this way
he gets plenty of carrying capacity at the joint without
increasing the work of throwing the switch.
Mr. Cutter or his representative will always be at the
space to explain these devices and welcome the street
railwa}' or electric light man.
SIEMANS MULTIPHASE RAILWAY MOTOR.
TO the electrician there is not, perhaps, within the
walls of Jackson Park, a space containing a display
of more absorbing interest than that of the Siemens
Company, of Berlin, Germany. To the railway elec-
trician the exhibit of the great German firm is of particu-
lar importance in one respect, in that it has on exhibition
a complete review of the recently completed three phase
tramway system, perfected and tested last winter at the
Charlottenburg factory of the Siemens Company. It
will be remembered by readers of this magazine that the
April number contained a short notice of a 1,100-foot
electric railway that was to be installed as the Siemens
traction exhibit. This never materialized, through no
fault of the Siemens management, and the present multi-
phase railway exhibit is part of the material brought over
at considerable expense, to complete the proposed exhibi-
tion road. The Siemens' space in Machinery hall was to
have been utilized as the power plant and triphase gen-
erators, motors, transformers, and sufficient cable and
overhead devices were on the side tracks for that purpose
when circumstances forbid the consummation of the plan.
As the Siemens multiphase and alternating apparatus are
of the same type, it took but two days to change the con-
nections of the armature of the multiphase apparatus to
the use of alternating current, with the exception of the
exhibit to be described.
The three phase railway motor, ready mounted on a
German single truck, stands ready for inspection in the
Siemens & Halske space, below the northeast gallery of
the Electricity building, under the immediate supervision
of Mr. Caemmerer, of the Charlottenburg factory. The
motor in appearance is smaller than the average Ameri-
can type and of several hundred pounds less avoirdupois.
(^ltcd/li\mUa^j\cA/ic\/
47. 'i
scaling only 1,760 pounds. It is mounted on three bear-
ings, two on the front axle of the truck and one on the
rear frame. The truck-frame bearing is a rubber circu-
lar cushion, which acts as an elastic support for the motor,
taking up a part of the shocks and hammer blows due to
irregularity of the track. The much abused worm gear-
ing is successfull}' used in this motor. The pitch of the
screw is verj' steep, with three threads. To the steepness
of pitch is attributed the ability of the motor to run down
hill without the application of motive power. By turning
the wheel of the truck exhibited the armature may be
made to revolve. As to its efficiency, Mr. Caemmerer
informed the Review representative that this type of
motor and gear had been in constant and successful opera-
tion at the factory road at Charlottenburg, and that it had
undergone with honor the critical inspection and super-
vision of the imperial railway commissioner and dis-
tinguished electricians and scientists.
The motor is entirely iron clad, with the exception of
a few terminals. In construction it is very well prepared
for the radiation of heat involved in all continuous
machines, as all know, and especially in single reduction
multipolar motors. In the latter the heat is kept concen-
trated, and is a continual source of annoyance and expense
to the user, as the efficiency is thereby impaired to a
considerable degree. In the three phase motor shown,
the radiation of the heat is accomplished by its genera-
tion on the exterior of the core, from whence it is readily
diffused to the surrounding air.
In this three phase motor there are two points of con-
siderable importance, especially in connection with their
use in American cities where the conditions are essentially
hard. The first point is, that by the use of transformers
the system lends itself without the employment of very
heavy feed wires to the transmission of electrical energy
over great distances, and secondly, the machine is capable
of very rapid reversibility. The latter is obtained b}' the
absence of the commutator, which is substituted in the
triphase by three rings, upon which brushes are set in
sliding contact, so that in reversing the circuit connections
on the motor, the armature acts as an extremely powerful
brake, and that without sparking of any kind.
The motor shown is designed for 20-horse-power, with
capabilities of exerting three times that amount for a short
space of time as occasion may require, as on switches,
grades or curves. This is accomplished by one move-
ment on the part of the motor man. At the factory road
the truck and car carried one of two trailers, and experi-
ments were made to test the braking capacity of the
motor. The load was represented by weights put in the
car. At a speed of about 121^ miles an hour the
machine was suddenly reversed, stopping the train within
a car's length. All the inanimate passengers having been
previously warned to "hold on tight," no casualities or
bruises were reported to the claim agent. The starting
torque, as hinted above, is very great, and the motor
starts the instant the current is sent through the windings.
To explicate the construction and use of the three
phase system, which may not be very well understood by
American street railway men, a few general remaks may
be added. In this system three wires are necessary,
ordinarily two overhead trolleys and one ground wire for
the third current, similar to the American practice of
return current, completed through the rail. This is to
an extent a drawback, but less serious than appears at
first sight, and only of this nature as long as we compare
this system with the single trolley sj'stem. However for
elevated roads, underground or conduit systems, these
objections cease or become insignificant. The overhead
structure is by no means unsightly and the speed of 12]/^
miles an hour (recorded above) is not the maximum
speed of the motor. The recorded speed was that
attained on the factory road which was especially con-
structed for a test road. The factory line has a length of
about a mile, with a sharp curve of small radius in the
middle. The system requires a triphase dynamo and a
system of converters. In the road contemplated at the
World's Fair the current was to have been generated at
400 volts, which is then transformed by step-up transfor-
mers to 3000 volts for the transmission line. At various
points on the railway system step-down transformers are
placed, whose induced current is sent to the trolley wire
at 600 volts potential for use by the motor. By this
means all the concomitant advantages of the continuous
and alternating currents are obtained, together with the
economy' attending a cheap overhead construction and
long distance transmision, without loss of energy. In this
way a water power which may be many miles from the
town or seat of operation of the light or power company
may be utilized and as water power is ordinarily inacces-
sible, long distance transmission holds out some brilhant
possibilities under circumstances fatal to ordinary prac-
tice. The transformer belonging to this system is also
shown at the Siemens-Halske space and is worthy of
particular mention. This transformerdiffers from Ameri-
can practice inasmuch as the latter practice is to use three
transformers of standard type rather than designing new
construction, while the Siemens-Halske transformer con-
sists really of three transformers, whose magnetic circuits
are closed only through one another, thus making this mul-
tiple transformer a single self-contained device for this
special purpose. This transformer is under American
patent right.
Thus by means of transformers any generating voltage
may be used, together with any safe voltage for the motor,
bringing up a number of possibilities for the economic
operation of light and power plants. The special agent at
the Exposition reports a commercial road in Europe now
under construction.
The West & South Town Road, of Chicago, will be
equipped by Siemens-Halske of America.
A NEW cable grip has been invented by Henry A.
Shipp, of Atwater, Cal., in which the chief novelty lies in
the gripping action of the jaws, which instead of being
opposite are placed one in advance of the other and
simultaneously working on opposite sides of a fulcum.
474
(^Wd/ll\ailM^j^ytcW*
Mcintosh and seymour at jackson
PARK.
NEARLY in the center of the great power plant
in Machinery Hall, or to speak by the card, at
Section H, Column A. B. — 23 stands the
largest of the exhibits made by Mcintosh & Seymour, of
Auburn, N. Y.
This is the 1,200-horse-power double tandem com-
pound engine illustrated herewith, and deserves a longer
description than our space admits. Its dimensions are as
follows: diameter high pressure cylinder 18 inches, low
pressure 32 inches, common stroke 36. Its speed is 112
revolutions per minute. The main bearings are 14 inches
in diameter by 24 inches in length and the diameter of
The copper heating coils in the receiver are fed from
the high pressure cylinder steam jackets. The main
bearings are provided with water jackets. Ball and
socket main bearings are provided with oil settling
chambers and circulating pumps for continuous oiling.
Besides this engine in Machinery Hall there will be
found in the Intramural power house a 290-horse-power
Mcintosh Seymour tandem compound condensing, coupled
direct to a 200 kilowatt General Electric railway gen-
erator. This engine has a 13-inch high pressure cylinder
23-inch low pressure with a 22-inch stroke. The steam
pressure is 125 pounds. The speed is 150 revolutions
per minute.
In Electricity Building a similar engine of 350-horse-
power is coupled to an alternating dynamo with provi-
MC INTOSll ^^ SEYMOUR DOUBLE TANDEM COMI'OUND, I,.200 HORhE-rOVVER.
the shaft between the bearings is 16 inches. The fly
wheel is 16 feet in diameter by 78 inches face, with a
weight of 62,000 pounds, making a total weight of the
engine 250,000 pounds.
The engine is strongly built and all wearing parts are
cast from a special heat of hard, close grained charcoal
iron. The pistons are hollow cast and put on the rod by
forcing upon the taper, with shoulder beyond and held in
place by a nut secured by a lockmg device.
There are several features to which attention is called.
The main valves are of the piston type with adjustable
seats, and auxiliary cut off valves are driven by the gover-
nor.
All valve gear is driven from auxiliary drag link shafts
giving free access to parts without disturbing the shaft.
sions for sliding field piece away from the armature.
This is in section C, space 9.
The Mcintosh and Seymour representation does not
show the smaller types which are made by this company
nor the large vertical engines of different types.
At a recent meeting of German engineers at Wurtem-
berg, in a lecture on the comparative cost of electricity and
compressed air Mr. Cox gave the result of some thorough
experiments. The basis was the transmission of 217-
horse-power over a distance of three miles. Com-
pressed air cost $37,500 and electricity $27,500. In
efficiency Mr. Cox averred that electricity was superior
in a ratio of 6^ per cent against 46 per cent.
<^(mt J\aiWw J\eVlc\/
475
BUCKEYES AT THE FAIR.
UNDER the charge of E. Baillie, the Buckeye
Engine Company*, of Salem, Ohio, has a fair
and complete exhibit of their various types of
engines in Machinery Hall. Some months ago the
Review gave a catalog of the Buckeye engines that
were to be placed. This month we present an engrav-
ing of a part of this fine display, together with a more
detailed account of the engines shown.
The exhibit is prominently placed; occupying a posi-
tion a little west of the center of the power plant and
running north and south.
The tirst that salutes the eye is the large proportions
of a triple expansion condensing engine of 1,500-horse-
horse-power, slow speed, no revolutions per minute.
The cylinder is 16^ inch bore and the stroke is 30 inches.
A medium speed, simple engine, non-condensing, of
130-horse-power is number five. It turns 175 and has
a 13-inch bore and 21 -inch stroke.
The sixth and last is a high speed, non-condensing,
130-horse-power, 225 turns, with cylinder measurement
13 by 16 inches.
An interesting feature of this display is, however, not
apparent from the outer aisle and the investigator should
go to the southwest corner of the space, where a unique
arrangement shows the cylinder and valve gear of the
Buckeye type of engines. This is done by dividing the
cylinder and valve gear longitudinally showing the
"ground plan."
BUCKEYE 1,500 HORSE POWER TRIPLE EXPANSION ENGINE IN MACHINERY HALL.
power. Its speed is 85 revolutions per minute and its
cylinders measure for the high pressure, 20 inches; for
the intermediate, 32j/<, and for the low pressure, 36
with a 48-inch stroke. The band wheel of this engine is
20 feet in diameter with a 74-inch face and weighs 25
tons.
The second engine is a cross compound, medium
speed, 150 revolutions and 350-horse-power. Its high
pressure cylinder is 14^ inches; low pressure, 28 inches
with a 24-inch stroke.
The third is a tandem high speed, non-condensing, of
175-horse-power, with 225 revolutions per minute. Its
cylinders measure 11 inches for high pressure and 21
inches for low pressure. It has a 16-inch stroke.
Number four, a simple, non-condensing type of 180-
By a manipulation of the governor the different points
of cut off can be seen from the earliest to the latest. The
valve gear is in motion from a small counter shaft, and
the cut off can be observed from the beginning of the
stroke to 3-5 of the stroke. This detail is as happy in
execution as in idea and is surrounded continually by
visiting stationary engineers and interested power users.
"Tills is an oil-fired mean trick," said the boiler flue
to the oil burner at the Exposition-plant.
"Well, you need not get hot about it" replied the
burner. But just then the safety valve began to hiss;
so peace was restored and the belligerents smoked
together in silence.
476
(^ (jjid^lF^ailvv^ j^ylcW*
McEWEN'S ENGINE.
OCCUPYING section C, No. 13, of the Machin-
ery Hall power plant, the McEwen Engine
Company, of Ridgeway, Pa., has established
one of their well known engines in actual service. The
engine in question is a standard type tandem compound
condensing of 200-horse-power. Its high pressure cylin-
der is 14 inches, low pressure 23 inches and stroke 18
inches. Its speed is 220 revolutions per minute. The
engine carries two band wheels of 84 inches diameter and
16-inch face. The steam pipe for the McEwen engine is
5 inches in diameter and the exhaust is 10 inches. The
total weight of the engine is about 22,500 pounds.
The engine drives two C «& C dynamos which sup-
ply the power for the elevators in the Administration
Building. The satisfactory action of the McEwen engine,
its cool running and its quietness are points clearly visible
ELECTRIC LINE ON ST. CLAIR STREET,
CLEVELAND.
THE work of changing the St. Clair street line
Cleveland, from horse to electricity is progressing
nicely. Additional engine power is being put in
the station of the cable road for the purpose, the selec-
tion having been a 300-horse- power Bass engine of the
Corliss type. The track is being relaid with 90 pound
girder, nine inches deep, laid on ties spaced to two feet,
and spliced with a 38-inch joint splice, using 12 one-inch
bolts. When completed there will be no better in the
city. Wires will also be placed over the Superior street
cable Hne to enable the West Side electrics which came
into the consolidation, to operate into the East Side. When
in working order alternate cable and electric cars will use
that line from the viaduct east. The cable cars will not
be abandoned as reported in several electrical journals.
MCEWEN ENGINE AT WORLDS FAIR,
and to assure the buyers that everything is as represented,
a fine brass sign shows the following guarantee. This
guarantee reads: —
"The engine shall not run one revolution slower when
fully loaded than when running empty and a reduction of
boiler pressure from the greatest to that necessary to do
the work will not reduce the speed of the engine one rev-
olution. Any engine failing to meet this guarantee
becomes the property of the purchaser upon the payment
of$i."
In New Orleans some malicious person placed a pistol
cartridge on the street car track. When the conductor
of the first car to pass, ran ahead to signal his car over a
railroad crossing, the bullet was exploded and wounded
him in the leg.
ELECTRICITY DRAWS THE TRAFFIC.
S'
INCE some time in May, the Thirty-fifth, Forth-
seventh and Sixty-first street lines of the Chicago
V^ ^ City railway have been operating with electricity.
The records of passengers carried for June 1892, and
June 1893 are interesting studies. On Thirty-fifth street
the receipts were $5,000 above June of last year. On
Forty-seventh street the increase was $8,000 over last
year. On Sixty-first the increase was $40,000 over last
year, but this latter does not form a good basis of com-
parison because the World's Fair traffic must be figured
in. On the first two however the World's Fair travel is
extremely small. The Sixty-first street equipment uses
25 motors, each having one or two trailers which load full
both ways from five in the morning until after midnight.
(ptJwdiv{aj^\^/^u\^^^
477
THE JOHN STEPHENSON COMPANY'S
EXHIBIT.
THE street car exhibit at the World's Columbian
Exposition would be far from complete without
the presence of the handiwork of the pioneer car
builder, John Stephenson.
As it is, the John Stephenson Company, Ltd., of New
York City, is well represented at L. s.. Column 5, 6 and 7,
Transportation Annex, by an historical and practical dis-
play. Historically, the exhibit shows two mammoth cray-
ons of the John Mason, the first street car in all its primi-
tiveness, and next abuttinjr a modern cable car of the
latest pattern.
The cars shown are two in number. One is a cable
grip car such as is used by the Broadway line and the
other an electric for the Elmira & Horseheads Street
Railway, of Elmira, N. Y. In addition there is exhibited
a Tackaberry truck.
The cable car is of a 22-foot body^with long platforms
measuring 32 feet over all with double doors at each end.
These are of the twin pattern, moving simultaneously
and giving ample exit and ingress. The car body rides
low on the truck, the steps are wide and safe and the
grab handles are specially well adapted for their purpose.
board of health, Philadelphia, has officially approved this
method of ventilation. The seats extend the whole length
of the car body and are most comfortably shaped, while
STEPHENSON ELECTRIC CAR.
the window sashes fit closely, at the same time sliding
freely and noiselessly.
The Pintsch gas S3'stem used in the cars on Broadway is
not shown and the caris furnished with lamps. The stand-
ard register operated by rod connection is used in the
BROADWAY CAR, BUILT BY JOHN STEPHENSONCOMrAMY.
The car is painted buff on the outside with an elegant
finish. Valentine's varnish is used and brush marks are
entirely absent. The interior is made for practical work
as is the entire display. The ceilings are perforated
mahogany, with opening at the verges for coolness. The
car, thus preventing the passenger from assisting the con-
ductor to ring up fares.
The car does not resemble the ordinary grip cars, as
the gripman operates the brakes and grips by a wheel
grip and brake, one above the other. At the right is a
478
(^iJi^y\ailw!a^j^V^
lever for throwing the cable out of the grip when pass-
ing the power stations. The life guard is hinged to the
front of the truck and is easily adjustable. Repairs are
easily accessible.
The electric car is wired for Westinghouse motors. It
painted light buff and brilliantly finished. It is mounted
on a Tackaberry truck. This car is furnished in quar-
tered oak with elegantly upholstered seats, fine window
shades, double doors and surmounted by a Stephenson
improved trolley bridge. The roof is
monitor and the ceiling quartered oak.
The cars are both regular type work
and show to the best advantage the high
grade of car building done by the Stephen-
son Company.
The exhibit is in charge of Paul H.
Pages, of New York, who is always ready '"' "
to show the visitor the advantages of the Stephenson car.
was described in the Review of February, 1891. To an
American it seems strange that the country which was so
early in the field with an electric railway in practical (as
distinguished from experimental) operation, should at
present be so far behind us in this line. The tramway in
question derives its power from a waterfall. This fact is
the secret of an electric line
being constructed here at so
early a date. The line is
somewhat similar in char-
acter to some of our inter-
urbans. The greater part
of the way it is enclosed like
a steam road. The most
peculiar feature of the line
to an outsider is the -fact that "goods wagons," such as
are used on the highway, are used for freight. Our
engraving shows a train made up for its trip. The
CONDUCTOR-RAIL AND
COLLBCTOR.
TRAIN OF GOODS WAGONS — AN IRISH TRAMWAY.
Besides the Transportation Annex exhibit the Stephen-
son car is shown in connection with the Westinghouse
Electric and Manufacturing Railway exhibit in Electricity
Building, and the Stephenson truck in connection with
the General Electric railway space.
The entire display is one that will interest the practical
man and send him away with a good impression of the
Stephenson car.
AN IRISH TRAMWAY.
F
^OR eight years past an electric railway has been
running between the manufacturing town of
Bessbrook and the port of Newry, three miles
away. There is only one older electric road in the
United Kingdom, that between Portrush and Bushmills,
Ireland, which has been running ten years, and which
motor car carries passengers, and the trailers are the
freight wagons. How flat tired wagons are made to
do service on a railway is made plain from a glance at
the track. The "wagons" run oh the outer rails. The
inner rails, which are the ones on which the motor cars
run, are about one inch higher than the outer, and serve
as flanges to keep the wagons on the track. The
wagon tires are 25^ inches wide.
Except at the grade crossings, current is taken from an
inverted U-shaped rail between the track rails. When
first laid this was placed on blocks soaked in boiling
parafine.
These have since been replaced by glass insulators.
The pressure is 250 volts. At grade crossings an over-
head trolley is used, the form of which is shown in the
engraving of the train. The revenue from the goods
wagons is very considerable.
BOYS STEALING RIDES ON CARS.
479
How Can it be Stopped— City Ordinances in Cleveland and Kansas City, which Solve the Question-
The Need of a Similar Ordinance in Every City.
man technically terms
T|if_ AVERAGE American boy has
precious little regard for his
own personal safety so long as
he can have a good time.
Hence the old custom of steal-
ing rides on the street car, or
"hitching on," as the railway
the offense, has constantly
increased and grown more intolerable as one horse line
after another has changed to electric or cable power.
With the increased speed thus secured the danger has
proportionately increased to the hitcher on, and relatively
his enjoyment of the sport. The danger lies not so much
in the jumping on and off as in the fact that in dodging
the conductor the offender is apt to forget that cars are
approaching on the other track and it is in this way a
large proportion of the accidents occur. It is fun for the
boys but it is death to the dividends for the company; for
however blameless and helpless to prevent an accident of
this kind, a generous jury seldom takes but one view of
such matters, and even a legal victory involves heavy
attorney's fees.
The need of some kind of municipal law, or police reg-
ulation which shall make this nuisance an offense punish-
able by a fine would not only be a welcome relief but is
being seriously considered in several cities. In Oakland ,
Cal., an ordinance is being prepared, and on this subject
Assistant Superintendent Tucker says: —
"We are absolutely helpless now. When we catch a boy whose
father we know will not raise a row we spank him, but any boy whose
daddy we are not acquainted with we let go. We might have an assault
and battery case or something like that against us if we treated him the
same way. It may seem strange but it is a fact nevertheless that we are
absolutely without any protection in this regard and that it is all sheer
luck that we have not killed a dozen or two promising coming citizens
already. But the thing is getting pretty bad with these dangerous cross-
ings and with the increased travel we think that something ought to be
done."
There seems to be no city ordinance specially covering
this subject, in New York, Brooklyn, Chicago, Pittsburg,
Minneapolis, St. Paul, Baltimore, Denver or Boston.
Theie is, however, a state law in New York which
applies, but the difficulty of enforcing such a state law
through the police department renders it practically
inoperative, for the only way in which relief can be
secured will be through the adoption of a police regula-
tion, making it incumbent on the police department to
enforce. The New York statute is as follows:
CHAI'TEK 585. LAW OF 1880.
An Act for the prevention, of accidents to children.
Sec. I. No minor child within this State, not being a
passenger, shall be allowed upon the platform or steps of
a railroad car drawn by steam, or of any omnibus, street
car or other vehicle drawn by horses, and the parents or
guardians of any child who shall permit such child to ride
or play upon the steps or platform of any such railroad
car, omnibus, street car or other vehicle, shall be punished
on conviction by a fine not less than five dollars nor more
than ten dollars."
The making of the parent or guardian liable for
offenses of minors under their charge is an excellent pro-
vision, and would have special influence on the working
classes, the children of which are usually compelled to
play in the streets and thus furnish the majority of offend-
ers. Many a parent who would not be constraitied from
the danger involved to forbid his boys from stealing rides
on cars, would at once become directly interested in an
exercise of parental authority if there was a constant lia-
bility to be assessed a fine.
The two cities where specific ordinances are in force
are Cleveland and Kansas City. In these places it rests
upon the police department to arrest violators, and if the
police become at any time careless in their duty, the com-
pany has only to advise the chief stating what lines and
about what hours of the day the annoyance exists and an
extra officer will straighten matters out in short order.
It is seldom necessary to make more than one or two
arrests even though the fine be suspended, to have a sal-
utary effect on the small boy for several blocks in all
directions. The Cleveland ordinance is as follows:^
EXTRACT FROM CLEVELAND CITY ORDINANCES.
Sec. 999. Any boy or girl of the age of five years and upwards, who
shall wantonly, mischievously or sportively, step or sit upon the steps of
any railway car, for the purpose of surreptitously riding thereon, or shall
in any manner cling to the steps or railing at either end of any street
railwav car, or to the sides thereof, while the same is in motion, or under
way in its track, for like wanton, mischievous or sportive purposes or
intentions, shall be subject to and pay a fine of not exceeding five dollars,
as the court may in its discretion determine.
The above seems to cover the case in hand fully and
effectively. The Kansas City ordinance is more compre-
hensive but less explicit, making no distinction between a
child under 15 years of age who boards a moving car
with the intention of becoming a passenger and one who
has no idea of paying a fare. The application of course,
would be in enforcing it only against those who were
evidently offenders.
TIIK KANSAS CITY ORDINANCE.
No. 3,724. An ordinance prohibiting persons under
fifteen years of age from getting on or off of street cars
while in motion.
Be it ordained by the common council of Kansas City :
Section i. It shall be unlawful for any person under
the age of fifteen years to get on or off or attempt to get
on or off any cable, grip, electric, horse or other street
car while such cars are in motion.
480
(^tiectll\aU*v^9^m/
Section 2. Any person violating the provisions of Sec-
tion I of this ordinance shall be deemed guilty of a misde-
meanor and upon conviction thereof before the City
Recorder shall be fined not less than one dollar nor more
than one hundred dollars.
Section 3. All ordinances or parts of ordinances in
conflict with this ordinance are hereby repealed.
Approved Nov. i6th, 1891, Benj. Holmes, Mayor.
The evil is evidently on the increase in most cities and
parents and the public certainly ought to co-operate with
the street railway companies in securing the passage of
such a law in every city. There can be no good reason
raised against it, and there is everything in its favor.
The fact that with such an ordinance in force the com-
pany would enjoy a stronger defense in court is of much
less moment than that its enforcement would reduce acci-
dents from this source and consequent damage chums to
almost nothing. The company would far rather be pro-
tected from having accidents forced upon it, than in any
line of defense which could be set up. The case sums up
in the recent remark of the manager of one of the largest
roads in the country, who says, — "Street railways are, of
course, under very great risk of liability of accident to
these small boys, and it certainly would seem that the
law making authorities, or law enforcing authorities,
should protect us in the matter."
ELMIRA-HORSEHEADS INTERURBAN
OPENED.
THE first trip of the electric line from Elmira to
Horseheads, N. Y., was made June 28. The
party was made up of city officials. President
Leland, of the line, C. H. Baldwin, treasurer and man-
ager and various eminent citizens.
On the arrival at Horseheads the party was banqueted
by president Leland. The return trip was made in 27
minutes.
ARGENTINE STREET RAILWAYS.
A LATE blue book published by the authorities of
this republic, shows a healthy state of tramwaj'
enterprise, at least as far as length of lines is con-
cerned. The city of Buenos Ayres is well supplied.
In December, 1892, Anglo- Argentine boasted 65 miles of
track, the City of Buenos Ayres 40 miles. Rural 28, the
New Company 24, the National 25, other companies 68,
giving a total of 250 miles.
Tramwa}' enterprise dates back 24 years and most of
the important lines have been running since 1874.
The average passengers a month since 1873 's as
follows : —
1873, . - . . - 1,010,000
1884, ------ 1,902,000
1890, 4,670,000
1852, 5,452,000
1893, ----- 6,810,000
The number of cars and horses have not kept pace
with traffic increase : since in 1890, 6,500 horses pulled
396 cars and carried 56,000,000 passengers; in 1892,
5,916 horses pulled 3S3 cars and carried 65,000,000
passengers. There are 3,000 men employed on the
various Buenos Ayres street railways.
Most of these tramways are owned in London, and with
the usual perverseness of the British merchants and bank-
ers are managed from London without any direct knowl-
edge of local affairs.
The city papers of Buenos call for several changes in
management, principallj' newer and more commodious
rolling stock and better car service, together with a man-
agement of the lines from a knowledge of local condi-
tions.
THE SCRANTON AND CARBONDALE TRAC-
IION COMPANY.
OUR readers should not confound this road with
the present electric road in Scranton, or the
little road in Carbondale, seventeen miles north
of Scranton. This road is the connecting link between
the two cities. It acquired the right of way of the
Blakely & Dickson Traction Street Railway Company,
which extends along the old Providence and Carbondale
turnpike, from Scranton north to the town of Archbald,
and connects all the towns and villages north of Scranton
in the Lackawanna Valley.
The contract for the entire roadbed and track construc-
tion was given to the Johnson Company, of Johnstown,
but work was delayed, owing to heavy frosts and mud,
until the last of Ma}'. It was practically the first of June
before tracklaying was fairly under way. J. G. White
& Company, of New York City, have the contract for
the overhead line work, etc. There will be sixteen cars,
eight open and eight closed vestibule cars, which will be
equipped with the General Electric Company's latest type
of 25-horse-power motors. The Berlin Iron Bridge
Company, of East Berlin, Connecticut, have the contract
for the fire-proof buildings, and the entire road will be
(irst-class in every respect. The road is laid with 56-
pound T-rail throughout, on extra heavy lies, placed two
feet between centers.
The entire construction is under the supervision of A.
H. Chadbourne, who temporarily moved up to Scranton
to give this his personal attention. The road will be
opened this month, and will be the most important link in
the railway systems of the Lackawanna Valley, as it
gives direct communication to a large outstanding popu-
lation into the heart of Scranton. This population is now
indifferently served by steam roads, whose energies are
devoted to the carrying of coal rather than to passengers.
George A. Fletcher, a wealthy merchant of Philadel-
phia, is the president, and Alfred N. Chandler, of Louch-
heim & Company, bankers, of Philadelphia, has charge
of the finances of the company. The Lackawanna Trust
& Safe Deposit Company, of Scranton, are the trustees
under the mortgage.
(^KectlF(aUwa)'9\cVlev/
481
GREEN TANDEM COMPOUND ENGINE.
THE Altoona Manufacturing Company, already
widely and favorably known as the manufacturers
of the highest grade of engines, have added
another laurel to their reputation by placing on the mar-
ket a tandem compound engine which overcomes one of
THE M. A. GREEN AUTOMATIC CUT-OFF ENGINE.
the principal objections to the tandem type as heretofore
built. It is pretty generally admitted that the tandem
compound is the most desirable form, but for the difficulty
in getting at the high pressure piston. The tandem is
mo're compact, less complicated and slightly more econ-
wrench the high pressure cylinder head can be taken out.
The valve motion is in no way interfered with. The
packing is a new design, double metallic, lasting four or
five years without attention. These engines are specially
suited for heavy electric railway work, and the excellent
THE M. A. GREEN AUTOMATIC CUT-OFF TANDEM COMPOUND.
performance and careful construction of their simple
engines bespeaks for them success.
Tramway traffic in Liverpool, for the week ending
June lo, shows a decrease of $7,500 over the correspond-
ing week last year.
PLAN OF GREEN
omical, on account of the fact that no steam is needed to
cushion the low pressure piston and the exhaust can
therefore be run at the lowest possible back pressure.
All that is needed, then, is a form of construction that
makes accessible the high pressure cylinder, in order to
make the tandem compound the most desirable type for
most purposes. How the Green engine accomplishes
this an inspection of the horizontal section will show.
The low pressure cylinder head is removed in the ordi-
nary way. By unscrewing two jam nuts the low pres-
sure piston head is loosened and by the use of a socket
TANDEM COMPOUND.
THE DENVER COMPANY'S PICNIC.
THE Denver Tramway Company gives the emplyes
an annual picnic. This year the festivities were
held at Rocky Mountain Lake, to which place the
company furnished transpoi tation, spread the board and
paid the bills. Field sports, dancing, boating, and brass
bands enlivened the day, which was enjoyed by 250 men
with their wives, sweet hearts and families. A hearty
co-operation of the corporations and emplojes is one of
the most noted elements in the Tramway's management.
^«2 (^lA^lJ^^woy-li^cW'
STREET RAILROAD POLICE. were invoked to depict the unfortunate case in question.
All this may be journalistic enterprise but it is anything
TN Connecticut they now have full fledged official but the truth, and the intelligent public are fast becoming
street railway police, clothed with all the powers aware of the fraud practiced on them in this kind of wild-
and blue buttons which belong to the old line article. cat stories, and those papers which persist in this amusement
At the last general assembly amendments to the statutes will simply throw a mantle of doubt over statements >
were made by which the governor may appoint such which are true and deserving of acceptance and belief.
oflicers. The bill reads as follows: — -—
"The governor may, from time to time, upon the A FLORIDA MULE.
application of any railroad, electric or other street rail- ^|-^lORIDA is good for something else than
road, or steamboat company, engaged m the busmess of 1^ ^^^^^^^ ^^^ ^^^^^^ ^^^^^^^ j^ ^^^^^ ^^^j^^
transportation m this state, commission, during his pleas- J^ ^^^ ^^^ j^^^ ^^^^^ ^^^^.^^ ^^^..^^^ ^.^^ ^^,j
ure, one or more persons designated by such company, . , , j v u, u i
^ & -' . f Ji minds, no souls and light heels,
who, having been duly sworn, may act at its expense as q, ,
policemen upon the premises used by it in its business, or tti • i i , ■ j c c .. ■ j
i^ t^ t^ J ... Florida mules are trained for street car service and
upon its cars or vessels. When anj' such commission is ,. . , ,
issued or revoked the executive secretary shall notify the rr, t i -n c. ^ d i r^ i u-
■' . . . . ihe Jacksonville street Railway Company has a big
clerk of the superior court of each county in which it is i i ■ u • ^^ c j t'u- i u
^ -^ gray mule which is a matter of pride. 1 his mule has a
intended that such policeman shall act. -u j u i .^ ^ j » -i u
^ . mild and benevolent countenance and a sweet smile. He
"Every railroad, electric or other street railroad, or . ^ c -j c i. u ^ c ^ ui .^-i
-' . ' ... IS not afraid of a bushel of oats. He knows a trick or
steamboat policeman may arrest in his precincts for all ^ , ui ,, a r.. lu d iii> • u-c
^ . •'. _ ^ two and can warble "After the Ball in so melliferous a
offenses committed therein, and brinjj the offenders , ^, . j- i j • ^ ^iru ..u- i
* bray that you are dissolved in tears. When this mule
before proper authority. Every such policeman shall, , j ■ i i_ r u- -n . .i_ i_ j ..
•^ '^ ... . . wants a drink he goes ot his own will to the hydrant,
when on duty, wear, in plain view, a shield bearintj the ^ ..u r .. -.i u- ^ .i_ j a u i.- i u
■' . f T, ,■ ,, turns the faucet with his teeth and Hushes his long esoph-
words " Railroad Police, "Street Railroad Police, or .,, \ , c . \it\. l- .l- .. •
agus with a barrel ot water. When his thirst is
"Steamboat Police, as the case may be, and the name i.ji, a^i.. j \. ^ ^ \.-
i . quenched he turns ort the stream and goes back to his
of the company for which he is commissioned. ' ,.
Several appointments have already been made under -.jr. ,■,,,, , -n , , ■ , c
, r , • , • , When hitched to a car he will stop at a signal from an
this act, among the most recent of which are eight men uij^ i_ii j ■. ri. tii
r 1 T-> 1 o « ■ • Tf o'*^ lady two blocks away and wait tor her. He slows
for the Derby & Ansonia street railway. If a company , . , ^ i <r .• j ^ ,
-' . ■' ' -' down without a word tor active young men and treats
ever should have occasion to doubt a conductor s system , ,. .^, ,, , ^ ., ,. ,t
, , , j'oung ladies with the greatest consideration. He is
of handling the finances, we wonder how it would work , j , a- t^l i_ .^ i • l j r u t^l
° . ■ , ,- I 1 • ,r valued at it)i,2oo. Ihe above tale is vouched tor by Ihe
to have him sworn in as a special othcer to watch himself. t n .• . o i i i i-i- l j . t- n
^ Lyre, a Baptist Sunda}' school organ, published at lalla-
'" ' hassee.
ANOTHER CASE OF CIRCUMSTANTIAL TRAV^LTliriTrToUIS.
EVIDENCE.
Tllli quarterly report of the St. Louis lines for the
three months ending June 30 shows a heavy
business, as follows :—
tional account of the — as described — intensely Trips Passengers
tragic death of Charles Mitchell, a lineman in Baden & St. Louis — — 5,46.: "37.3<^&
the employ of the Woodbridge & Turner Engineering Beiiefontaine. ... 30,407 1,087,353
' -^ ° If *Cass Avenue & Fair Grounds _i4i;,oo6 1,678,506
Company, when engaged in construction work of the citizens' 207,336 2,600,304
electric railway at Brigantine Beach, N.J. Jefferson Avenue 46,622 539,036
At the lime of his death Mitchell was at work guy- ^indell 286,100 3.801,125
,, „ „.r , m, Missouri 285,964 4,055,148
ing a pull-off on a curve at Fifty-ninth street. The guy Peopie-s 58,240 .,292,069
broke and he fell from the travelling tower car. The Broadway Cable 213,740 3,378,898
result of the autopsy by Dr. Ulmer, of Atlantic City dis- St. Louis & Suburban 35.92. 2,243,304
closed the fact that death resulted from heart disease, unt'rDeSrindu'di;7Mound'cH7^\\';.\"!.\23s;^^^ ^SqmS
from which the deceased had been a sufferer for a long
, , , , , r 1 r 1, , , Total 1,625,799 26,. 86,745
time, and that the shock of the fall and not the current— ^includes the Northern Central and Union lines.
550 volts — was responsible. The increase over the same period last year is more
As usual, and evidently without any desire to inquire than two and one-half milHon passengers.
into any other possible cause, the reporters siezed upon ~—
the opportunity to dilate upon the terrors of the deadly In the description of the Hittzman underground
trolley. To have told the truth would have limited the trolley system in our July issue it was erroneously stated
description to a few brief lines and placed the occurrence that part of the trolley arm was hard rubber. Soft
on the plane of the common place. But all the possibili- rubber is used, and constitutes one of the special claims
ties of death from a current capable of doing fatal work of the device.
THE MATLOCK CABLE TRAMWAY.
483
The Recently Completed Cable Road — Numerous New Applications for Safety — Interesting Construction-
A Great Success.
SITUATED in the picturesque county of Derby-
shire, on the banks of the classic Dervvent, lies
the township of Matlock. Here invalids from
all parts of the world may be found seeking lost health
b\- drinking the waters of the mineral springs and under-
going the drastic treatment at the various hydropathic
often to the principal street in the town at the bottom of
the hill would require to be a fairly healthy one.
The want of a means of conveyance for both passen-
gers and goods was keenly felt, and a local company was
formed, with George Croydon Marks, M. I. C. E., as
their engineer, who retained the services of W. N. Colam,
SCENES ON THE MATLOCK, ENGLAND, CABLE RAILWAY.
The Power House.
Double Deck Car.
establishments. These establishments are very numer-
ous, the higher levels of the town being almost exclu-
sively occupied by them. The main public road from
the turnpike in the valley where the Midland Railway
station is situated, is both tortuous, narrow and very steep.
It is over this road that most of the traffic is conveyed,
both passenger and goods. When it is mentioned that
in a distance of 2,310 ftet this road rises 300 feet, it will
be readily understood that the invalid who could ' stroll
Drawing in the Cable.
Entrance to Car House.
M. I. C. E., the well-known cable tramway expert, as
consulting engineer. Parliamentary plans, etc., were
made and ultimately in 1891 an Act of Parliament was
obtained to construct a cable line, and thus to' some
extent the municipal difficulties were overcome.
The physical obstacles now presented themselves in
detail to the engineer, and these were found to be of con-
siderable magnitude, owing to the fact that the road
could not be altered in plan or action to any great extent.
484
(^tie«ti?^mlWa^lf^ytcW'
This caused the gauge of the line to be fixed at three
feet, six inches, so as to make the encroachments on the
stationary limit of nine feet, six inches, from rail to curb,
as few as possible.
The road is only half a mile long, with a rise of 300
feet in 770 yards. This gives an average gradient of i
in 7.7 feet, but in certain portions it is as steep as i in 5
and as narrow as 20 feet between curbs. It is single
track, with a passing place or siding at the lower termi-
nus, a passing place about two-thirds the way up and a
fork siding at the higher terminus running into a traver-
ser in the depot, which is used each journey. Engineers
will understand the problem when we say there are six
curves where the track and conduit is single, varying
from under 200 feet to 1,000 feet radius.
As a matter of fact, though the companj^ had their
Act of Parliament, the whole scheme was in a large meas-
ure an experimental one. No similar line had ever been
presented to the Board of Trade Inspector to undergo his
stringent tests as to public safety, etc. The financial
risk of a mechanical failure or the refusal of the Board
of Trade Certificate was ver^- considerable; and it was
not until the .scheme was submitted to Dick, Kerr & Com-
pany, Ltd:, of London., whose eminence and enterprise
is well known, that the company was encouraged at all
in their scheme. Dick, Kerr & Company studied the
route thoroughly, after which they agreed to construct
the line, engines, boilers, driving gear, permanent wa}',
cars, etc., and in fact hand the line over to the company
as a working concern, having passed the Board of Trade
Inspector.
Their judgment has been sound and their work entirely
successful, the line having been thoroughly tested by
General Hutchinson on March ist of this year, and passed
ascending and descending the hill, and the car stopped
with each of the brakes; i. e., the wheel brake and the
slot rail brake. The line was opened for public traffic
SECTION OF LINE READY FOR PAVING.
on March 28th, just in time for the Easter holiday traffic,
very great at Matlock, and which it successfully carried.
It has since been carrying the public without a hitch.
DRIVING MACHINERY MATLOCK CABLE RAILWAY.
with his complete approval. During this inspection Gen-
eral Hutchinson caused a loaded car to be used. The
cable was dropped on the steepest parts of the road both
We will now briefly describe the line as constructed.
To begin with the permanent way, it will be seen from
the illustrations that the pulley pits are drained by a 6
(j^tmtl?(aUvVay-l^v^ylc^
485
TRACK CONSTRUCTION.— MATLOCK CABLE RAILWAY.
* ' / * ' <5 • ' I
t , ». ». ■ » .•*■ o ■
CROSS SECTION OF TRACK BETWEEN YOKES.
CROSS SECTION AT YOKES SHOWING TRACK RAIL BRACES AND MANNER OF BOLTING SLOT RAIL.
CROSS SECTION OF PULLEY TITS SHOWING MAN HOLE COVERS.
486
(^\}miJ{aAl^l^^^^/leM/*
inch pipe drain which is laid under the conduit and which
connects each pulley pit. This saves a great many
sewer connections and allows a small conduit to be used,
the dimensions of which are only i foot, 7 inches from
top of slot rail to bottom of conduit and g^i inches broad
between the concrete walls.
The slot rails and yoke are both of a special design by
Mr. Colam. The yokes are 155 pounds in weight and
are placed at 3 feet, 6 inches centres. Both the web and
the flange of the slot rail are bolted to the yoke jaws, as
shown in the cut. The tube or conduit is formed of con-
crete in which the yokes are imbedded. The materials
used in mixing this concrete are as follows: —
Derbvsliiregrit stone, broken to pass through a 2 inch ring, 4 parts
Grit quarry sand, 2 parts
Portland cement I part
The different constituents were mixed on a platform
turned over twice dry and twice wet before putting in
position.
The yokes and slot rails were bolted together, levelled
thoroughly, packed with concrete, and afterwards lined
with a theodolite, both curves and straight; the concrete
the pulleys being allowed, they are fitted with wood
blocks to prevent horses slipping on them, and show a
minimum of metal on the sur-
face. The terminal pulleys 8
feet diameter are hung vertic-
ally, the cable making half a
figure 8 around them.
The depot is situated 300 feet above the lower termi-
nus, with a particularly elegant facade looking across the
Derwent valley. The building comprises boiler and
engine house, car shed, traversers and waiting rooms,
offices, lavatories, workshops, etc. The two boilers are
of the " Cornish " type, single flued, with vertical water
tubes crossing the flue. They are fitted with most effi-
cient mechanical stokers, which are worked by a small
donkey engine. Those stokers act in every way as
smoke consumers, and since they were first started no
appearance of smoke has been seen from the mouth of
the chimney stack which is 100 feet high. This is a
most important matter in a health resort like Matlock, and
the possibility of the tramway giving rise to smoke was a
cause of anxiety to some members of the local board, who
©: '© ;
© © ©
^\ ': /^ "''^'
© <2> ©
^ . o". o"^,' -^ O /
.: ' J : _ V»
SIDE ELEVATION PULLEY PIT.
was then put in to form walls of conduit and foundation
for girder rails.
These were laid direct on this concrete foundation,
being packed under flange with fine concrete and tied to
the webs of the yokes by short tie rods. This is clearly
shown in the cut of the cross section of track. The line
between the rails and 18 inches outside track rails, is
paved with Derbyshire grit setts, 5 inches deep and 4 to
5 inches broad, and grouted with cement grout, composed
of 3 parts grit sand, and i part best Portland cement.
The setts are laid flush with the slot and track rail heads.
This particular local stone was selected as it affords a cer-
tain foothold to horses which is essential on such a gra-
dient.
The ordinary vertical pulleys where the line is straight
are 49 feet apart, and on the curves there are both hori-
zontal pulleys and special rocking or tilt pulleys spaced
from 3 feet 6 inches centers to 10 feet 6 inches centers
according to the radius of the different curves. The
hatches and covers are specially small, only clearance for
have however since the start been agreably surprised by
the result of the stokers.
The driving power consists of a pair of high pressure
horizontal engines each capable of driving the cables,
with two couplings on the crank shaft. In case of the
break down of either engine it can be uncoupled and the
other put to work in a few minutes. The cylinders are
14 inches diameter with 28 inch stroke, and are fitted
with " Proell " automatic valve gear. The engine shaft
6 inches diameter and 18 feet 6 inches long, is geared to
the counter-shaft 9 inches diameter and 17 feet 6 inches
long (carrying the driving drum), by helical toothed spur
and pinion wheels. On this counter shaft there is a fric-
tion clutch whereby the driving drum, or grip pulley, as
it is called by English engineers, can be thrown out of
gear and the cable stopped without stopping the engine,
in about ten seconds.
All shafts and pulley spindles throughout the whole
line excepting the engine shaft, are lubricated by petro-
leum grease, in Stauffer's lubricators. The engines and
(^kcd/ j\ailw:ay' j^Vi^
487
crank shafts have syphons in which is used ordinary
lubricating oil.
The cars are double-deckers, carried on a pair of
bogies, and seal 31 passengers. There are six cross seats
above, each of which except the ones at the end of the
car have reversible backs. The
wheels are 21 inches diameter with
a truck wheel base of 4 feet 9
inches, and 13 feet 9 inches from
center to center of trucks. From
rail to car body is a half inch less
than two feet and from sill to top of
hand ra'il is 9 feet ^}i in hes, making
height over all 11 feet 4 inches.
The box proper is 12 feet 9 inches
long, with inclosed platforms at each
end, from which the stairs ascend,
4 feet 9 inches long; giving a total
length over all of 23 feet. The ex-
treme width of car body is 6 feet 8
inches. The gripman occupies a
space directly in front of the car body,
with a railing in front, between which
and the dash is a space for passen-
gers to pass to the steps leading to the roof seats. The
platform steps are placed at the corners of the car, one at
each end.
Steel sills are used to form the car box frame, of 4 by
IKACK RAIL — ONE-HALF ACTUAL bIZK
Referring again to cross section of track, the construc-
tion will be readily understood. The slot rails are of Bes-
semer steel rolled to the section shown, and weigh 40
pounds per yard. All the bolts, tie-bars, etc., are of best
Staffordshire wrought iron. The track rails are the
girder pattern of 65-pound Besse-
mer steel.
The grippers used are Colam's
patent. They are hung on the gan-
try carried by the bogie axles : the
lower jaw is actuated by a vertical
screw spindle, the upper jaw being
fixed to a steel plate locked to this
gantry. The gripper is so con-
structed that it can be raised out of
the conduit and hung entirely clear
of the roadway, allowing the car to
be run on an ordinary line, in the
depot or elsewhere. It can also, in
case of breakage, be taken out en-
tirely and replaced by another in
about seven minutes at any part of
the road where a gripper hatch may
be. Both jaws are faced with soft
cast iron dies which can be renewed in five minutes when
worn out.
The cable is 3"^ inches in circumference, S}^-inch
Lang's lay, composed of 6 strands of 7 outside wires, 6
"Wi.%1.
^SSJK
Y-niif/-^ tim-i-i..-^ L
PLAN VIEW OF TRACK SHOWING MANNER OF PAVING MANHOLE COVERS.
2^hy }i inch channel iron. There are two sets of brakes
the wheel and slot rail, the latter the joint invention of
Mr. More and Mr. Marks and has proved very effective.
It will be best understood from the engraving, and it will
be noted works as a clamp, grasping the slot rail from
above and below. At present no trailers are hauled.
The line being in a quiet country town with little
traffic, a ten minute service only is run and two cars are
sufficient for this, an extra one being held in reserve in
the depot in case of any breakdown. Each car runs 40
miles per day through a road partly occupied by shops
and partly by small houses.
inside, 5 around one of 33,4 -inch lay; the diameter of the
wire is o.ioi inch. The core is of best white manilla
hemp rope, three strands hard laid, well soaked in oil.
The average breaking strain of the wire was 90 tons to
the square inch.
The line so far has only been worked for the convey-
ance of passengers but the directors hope shortly to carry
all kinds of goods and materials, but principally coal,
which will be a considerable source of income to them,
besides being a boon to the inhabitants of the higher por-
tions of the town.
The whole work; permanent way, engines, boiler.s
488
^tiictiF^aiUay-y^ylcW'
cars, cable, etc., was constructed, equipped and started
by Messrs. Dick, Kerr & Company, Ltd., London, under
the personal supervision of their engineer, James More,
Junior, A. M. I. C. E.
SIDE ELEVATION — SLOT RAIL BRAKE.
In the construction of the line numerous contingencies
arose demanding instant attention, but to the intelligent
END VIEW — SL(JT BRAKE.
SLOT RAIL — ONE-THIRD
ACTUAL SIZE.
judgment and quick decision of Mr. More, much of the
success of rapid construction is due, and the road as fin-
machinery and equipment, which are the admiration of
all who have inspected this model line.
In the first 43 days of operation of the line 51,287 pass-
engers were carried, or an average of 1,200 per diem.
PLAN OF DRIVING MACHINERY.
The receipts were $1,280 for this time, but as people
become accustomed to riding the receipts will indefinitely
increase. The local papers are full of praise for the new
system and the relief it gives from cabmen's extortions.
While in this country we have been mainly exercised
in the problem of heating railway carriages, Indian engi-
neers have been endeavoring to find some satisfactory
way of cooling them. The latest device for this pur-
pose is described in an Indian technical journal, and con-
sists of an automatic arrangement by which curtains sus-
pended across an open trap-door in the carrriage are
kept saturated with water. These curtains are let down
over the fore-end of the carriage, covering the trap-door
in whichever direction the train is traveling. In addition
to this arrangement there is a revolving punkah fitted
with fans, which is kept in constant motion while the
train proceeds on its way.
-,^
SIDE ELEVATION — CABLE DRIVING MACHINERY.
ished and in successful operation is no less a credit to his
skill as a constructing engineer than to the builders of the
A RECENT electric railway concession has been made
for a road from Bernedt to Altstattep, Germany.
(^loectlf^UwaylJ^eymV*
489
OAKLAND'S ELECTRIC COMBINED.
S'
E\'ERAL months ago the Street Railway
Review published an outline of a large and very
V — J reasonable scheme of combining the street rail-
way interests of Oakland, California. The man in the
case was said by our correspondent to be F. M. Smithy
better known as the Borax King. When the Review
reached the Golden Gate the Oakland papers took great
pains to deny the allegation. Time has told, however,
and the Review prophesy is well verified.
Mr. Smith, besides being one of the wealthiest men on
the coast, is one of California's cleverest financiers and
the Review welcomes him to the ranks of street railway
generals.
First obtaining control of the California & Nevada
Railroad, Mr. Smith announced that a new ferry would
DANGERS OF HORSE CARS.
AN extraordinary affair, says an English contem-
porary, happened at Greenwich, one evening
lately. A Lewisham servant girl on a tram car
approaching Greenwich complained of feeling ill. On
arriving at the terminus a train inspector, seeing the girl
was really ill, hailed a cab, that she might be drawn to
her home. A crowd gathered, and as none of the female
element would acccompany the girl, the inspector got in
the cab with the young woman. The cab had gone only
a short distance when to the inspector's dismay his com-
panion was delivered of a child.
Had it occurred on an electric car we presume the New
York papers would had laid the mishap to the "deadly
trolley."
RUTLAND
GROUND PLAN MATLOCK CABLE POWER HOUSE.
be established at Emeryville, and the pier was set
abuilding. But how to get people to the ferry was the
next question. Next, Oakland gossips understood that
Mr. Smith and his colleague, H. M. Miner, the theatrical
manager, backed by eastern capital, had acquired a
controlling interest in the Consolidated. It was a battle
of kings, in which George W. McNear, president of
the Consoldated, arrayed his forces against the Borax
royalty.
Now, although Mr. McNear is nominally and for peace
sake president. Smith, et al., hold the power behind the
throne. The twelfth street line was built by Mr. Smith
and added to this system, now publically announced.
Mr. Smith has another big scheme in view. It is pro-
posed to build from Piedmont to Emeryville and run in
connection with the ferry. This gives the syndicate con-
trol of 25 miles of road and ten miles of franchise and no
doubt the Alsip-Whitmore franchise will become part of
the system.
A PENNSYLVANIA MORTGAGE.
THE affairs of the Pennsylvania Traction Company
are being crystalized as fast as possible. On
July 21 a mortgage for $700,000 was given by
the company to the Provident Life & Trust Company, of
Philadelphia. This secures the issue of seven hundred
$1,000 bonds and the Provident Company was appointed
trustee.
The mortgage states that the Pennsylvania Traction
Company proposes to include in its line the Lancaster &
Philadelphia Electric Road, which is to be an e.xtensive
interurban, uniting Harrisburg and Philadelphia by way of
Malvern, Downingtown, Coatsville, Parkesburg, Lancas-
ter, Mount Joy, EHzabetown & Middletown.
The Pennsylvania Company is composed of J. J. Pat-
terson, S. M. Patterson, Robert McMinn, of Mifflintown
John D. Skiles and J. H. Brown, of Lancaster, with J. J
Patterson as president.
490
(^Ucctj^ilwWj^evW^
D. H. LOUDERBACK.
BY a strange coincidence, the subject of this month's
portrait was born in Davenport, Iowa — the city
in which he now controls the street railway sys-
tem. At the time of his appearance in that pioneer town
in 1848, there was little there to indicate that it would
some daj' have a street railway. Mr. Louderback's
career has been one closely identified with electrical pro-
gress. Beginning with the telegraph in its comparativel}'
early days, he has followed the advance guard of applied
electricity through the beginnings of the telephone and
electric light, until the present finds him with electricity's
youngest offspring, the electric railwajr.
Mr. Louderback was educated at Philadelphia, and at
Madison University, in the state of New York. His first
business position was in the train dispatcher's office of
the New York Central, at Buffalo, in 1864. Two years
later he entered the Western Union employ, at Philadel-
phia. In 1868 he started on his own account a system of
independent telegraph offices, located at Philadelphia,
Washington, New York, Chicago, and Long Branch.
These received the messages of the opposition companies
on a commission basis. These offices were sold out at a
large profit in '73. From 1876 to '79 he was engaged
in the business incident to various important offices in the
Western Electric Manufacturing Company, at New York,
Philadelphia and Chicago. This company, now the
Western Electric Company, was prominent in the tele-
phone business. In 1879, under the direction of H. Mc-
Kay Twombly, he made the contracts for the consolida-
tion of the telephone business of the Western Union and
Bell companies. In return for this service he received a
half interest in the franchises which comprised the
Southern Bell Telephone Company, which he afterwards
helped to organize in seven South Atlantic states. In
1880, in connection with the late General Anson Stager,
he organized the telephone companies of Ohio, Indiana,
Iowa, lUinois and Michigan, holding the position of vice-
president and managing director until 1887. Meanwhile,
in 1S83, with General Stager he organized the Western
Edison Light Company, controlling Illinois, Iowa and
Wisconsin, and was its secretary until it was sold to the
parent Edison Company in 1886, when the Chicago Edi-
son Company was organized. Of this latter he was gen-
eral manager during the installation of the present station,
and continued in that position until 1888, when he retired
from all business on account of nervous prostration from
overwork. During a trip to the Pacific coast in 1889 he
bought control of the Tacoma Railway Company, and
was for a time vice-president. He afterwards sold to
Henry Villard and associates. He returned to Chicago
in 1890, and became managing director of the Davenport
& Rock Island Railway in December, '90, and after-
wards president. In June, 1891, he took hold of the
Chicago North Shore Street Railway Company. Owing
to delays in getting franchises in four municipalities, work
was not begun until March 15th, 1893. It was completed
June II, 1893, a rapidity characteristic of Mr. Louder-
back's push. He has probably succeeded in interesting
more capital in electrical enterprises than any other man
now living in the United States. He combines the strong
forces of a wide experience with all the energy of a
j'oung man, to which must not be omitted a genial tem-
perament, which makes meeting him in either a business
or social way, a positive pleasure.
THE TROLLEY AS A HYPNOTIZER.
THE wonders of modern science never cease. Elec-
trical science and the science of electric or trolley
cars in particular is in the lead. It takes the New
York papers to discover things, too. The New York
World is one of them. Its latest is that of a small boy
whom it calls " Charlie." Charlie loitered on the car
track when a " trollej'" was coming his wa}'. According
to the World his companions called " Look out, Charlie!
Run!" CharHe's mental processes were fairly at work and
the necessary nerve action had almost reached a point
where muscular action would have done the rest, when
in an unfortunate moment the motorman stepped on the
button which sounds the gong. That did the business.
Charlie was transfixed; or as interpreted by the "World",
h3-pnotized. The foot which had lifted from the ground in
the first motions of walking remained poised in air, the
body slightly inclined forward, remained balanced on the
other foot, the outstretched arm had all the symptoms of a
pedestrian; but there each member halted
His " eyes were sot."
Evidently the motorman should be instructed to whis-
per in dulcet tones when Charlie-boj's roost on the track;
or turn the car out on the side of the street and go around
small boys; or displa}- a green flag to indicate another
car following on some track. Or, possibly, though no
one seems to have thought of it Charlie's mamma might
inocculate Charlie against such hypnotic influences, by
short-circuiting his pants with a slipper whenever he
seems inclined to make a ground return of himself.
CELLULAR OPESTACITIS.
PHILADELPHIA lawyers have been proverbial
for years, but just now comes a Philadelphia doc-
tor with a story which, if true, is interesting to the
medical fraternity as well as to street railway men.
James Maguire, a conductor on the Market street cable
line is in one of the hospitals suffering with what is termed
medically cellular opestacitis or bell arm. James is a
conductor on the forward car and the habit for listening
for '• his bell " followed bj' the mechanical reaching for
the bell strap has developed this strange ailment. The
muscular movement has become second nature to Maguire
and his trained muscles and nerves act more quickly than
his brain. To such an extent has this progressed that at
the tap of any kind of a bell his hand shoots up for a bell
cord. The disease is not without parallel but is at least a
curiosit}'.
^tiectj\atl\Vay-9^Vi^
0
m
' V . .
'^
D. H. LOUDERBACK,
CH[CAGO.
President Davenport d- Rock Island Street Railwai/.
President Chicago North Shore Electric Railway.
(^liect J\aA^>/Ja^J^^/mJ^
491
PERFORMANCE OF STREET RAILWAY
POWER PLANTS.
Interesting Figures from a Paper Presented at the Mechanical
Engineering Section of the World's Engineering Con-
gress, by William A. Pike, Consulting Engineer,
Minneapolis, and T. W. Hugo, Mechanical
Engineer, Duluth, August 3, 1893.
THE paper, as indicated by the above title, gives the complete
results of tests made during the last jear and a half at three
power houses of the Twin City Rapid Transit Company, of
Minneapolis and St. Paul. The authors of the article were
employed by the above company to make the tests, and they are there-
fore entirely non-partisan. The greater part of the corps of thirty
observers employed in making the test were engineering students from
the University of Minnesota. The regular employes took no part in the
testing work, simply keeping the plant in its usual working condition.
The objects of the tests were —
1. To ascertain the cost of motive power per car mile (a^ as furnished
by the tri-cylinder condensing Corliss engines at Power House No. 1,
Minneapolis (Third a\'enue): (b) as t'urnished by the tri-cylinder con-
densing engines at the Hill Street Power House, St. Paul; (c) as fur-
nished by the two cylinder non-condensing Weslinghouse engines at the
Thirty-first Street Power House, Minneapolis.
2. To obtain data as to the economy of the boilers used.
3. To obtain data as to the relative value of crude petroleum and coal
as a fuel.
4. To compare the cost of furnishing power by large tri-cylinder con-
densing engines and small Westinghouse two-cylinder non-condensing
engines; or concentrated vs. subdivided power.
Due precautions were taken to find that all measuring instruments
were correct. Steam gauges were compared with a mercury column,
and either corrected or calibrs.ted therefrom. Indicator springs were
compared with a correct gauge and calibrated accordingly. Thermom-
eters were tested at boiling and freezing points, and compared with a
standard instrument. Scales used were adjusted and certified to by Fair-
bank's Morse & Company. Pyrometers were compared with a standard
thermometer in a smoke flue, and a table of corrections made. The
water meter was calibrated by weighing the water actually discharged.
Observations from which the results were obtained were taken every
ten minutes — the timekeeper sounding a gong which gave the signal to
all. Water and fuel were weighed before use. As it was necessary to
take all the indicator readings at the same time, an electro-magnetic
device was used to bring the pencils of the indicators against the diums
at the same instant. These magnet coils were in series and consumed
about 12 amperes. Each coil was of about 1 ohm resistance.
Every conductor was furnished blanks on which it was noted every
ten minutes:
(1) Whether car was moving or stopped.
(2) Number of passengers.
(3) Location of car.
(4) Whether car was lighted or not.
Test No. I was made on Power House No. i, Minneapolis, beginning
4 :20 a. m , March, 5, iSg', and closing 1 rjo a. m., March 6, 1S92, a time
of 21 hours and 30 minutes. The power house contains two tri-cylinder
condensing Allis Corliss engines, belted to a line shaft from which are
run sixteen 175 kilowatt and two 89 kilowatt Edison generators, and a
100 light arc machine. In giving the results of these tests we will pub-
lish only the final results, as only such have any value for comparison,
and hence any interest to the busy reader. The figures are as follows:
Average total horse-power during run including 334 lor lighting. 1237 9
Ratio of horse power of condenser engines to that of main engines
il\) per cent
Ratio of total steam used in jackets to steam used in cylinder
9iV« Pe"" cent
Loss by friction (difference between steam and electric horse-
power) ,2j% percent
Steam used in cylinders and jackets per horse-power per hour.. 19.05 lbs
Evaporation of water per pound of oil as used 11 87 lbs
Evaporation of water per pound of oil from and at 212° 13 50 lbs
Cost per total horse-power per hour $0.0099
Cost per horsepower per hour delivered to line $0.01125
Total mileage (from auditor's oflice) _ 17,451
Cost per car mile _ _ $0.0151
Cost per car hour. $0,108
Total number of passengers carried 66,990
Cost per passenger $0.00392
These figures include labor (exclusive of chief engineer and electri.
cianj fuel, waste and oil, and also the heating of the station, which could
not at that time be separated from the total power.
Test No. 2 was made on the St. Paul plant, beginning 4:40 a. m.
March 23, 1892 and ending 2 :oo a. m , March 24, 1S92, lasting 21 hours
and 20 minutes. The machinery in use consisted of two tri-cylinder
condensing Allis Corliss engines. These are belted to two shafts to each
of which shafts a generator is coupled by a friction clutch. The results
read:
Average total horse-power during run available for car use ,.-.756.2
Ratio of horse-power of condenser engines to horsepower main
engines ,^6^2^ percent
Ratio of total steam used in jackets to steam used in cylinders
-- i3iJij per cent
Loss by friction (difference between steam and electrical horse-
power) 17^, percent
Evaporation of water per pound of oil as used 11.54 lbs
Evaporation of water per pound of oil from and at 212° __,I2 73 lbs
Cost per total horse-power per hour. $0.00887
Cost per horse power on the line per hour $001074
Total mileage ^848
Cost per car inile __ $0.01443
Cost per car hour $0.1446
Cost per passenger _.. $0.004969
Test No 2 c was made on the St. Paul Power House, using coal
instead of oil.
Water evaporated per pound of coal 64 lbs
Water per pound of coal from and at 212° 7.5 lbs
Cost per indicated horse-power per hour. $0.01659
Cost per average horse-power on line $0.01294
Ratio of cost of power burning coal to cost burning oil 120:100 or
coal costs more than oil.. _ ..20 per cent
This set of figures includes the cost of extra labor using coal.
The following table is headed, "Relative cost of power burning oil at
$0.0226 per gallon and burning coal at prices varying from $2.00 to
$4 S5 per ton, assuming an evaporation from the coal of 7}^ lbs. water
from and at 212°," This is of course derived from figures obtained in
the foregoing tests.
COAL AT $2.00 PER TON.
Cost per horsepower per hour $0005631
Saving over oil 37^1^ per cent
COAL AT S223 PER TON.
Cost per horse power per hour $0.006099
Saving over oil 3,^9^ percent
COAL AT $2.30 PER TON.
Cost per horse-power per hour ifo 00655
Saving over oil afr,", percent
COAL AT $300 PER TON.
Cost per horse-power per hour $0.007452
Saving over oil ,6,'j percent
COAL AT $3.50 PER TON.
Cost per horse-power per hour $0.008354
Saving over oil Of^ percent
COAL AT $4.00 PER TON.
Cost per horse-power per hour $0.009256
Cost above oil 3^^. per cent
COAL AT S4 ,30 PER TON.
Cost per horse-power per hour $0.010158
Cost above oil ij^s^ per cent
COAL AT $4.SS PER TON.
Cost per horse-power per hour $001069
Cost above oil 19^5^ percent
492
^ticd.l?^ailM^j^Vm/
From these figures the relative economy of any coal, the evaporating
power of which is known, can be computed. For example, a coal which
has an evaporating power of only ^ of that stated would be equivalent to
coal at I the price.
Test No. 2d was made at the St. Paul Power House, July 23, 1S92,
with the object of ascertaining the relative value of hard coal screenings
mixed with 2/^ per cent bituminous screenings and costing $1 40 per
ton, and oil at $0.0258 and $0.0261 per gallon; and to obtain the effi-
ciency when one engine was doing all the work, more generators having
been added to each engine. The test lasted ten hours, from 9:15 a. m.
to 7:15 p. m. The results are:
Water as evaporated per pound of coal 5.72 lbs.
Equivalent water from and at 21 2° 6.18 lbs.
For the period from 10 a. m. to 5:20 p. m. : —
Water evaporated per average horse-power hour 21.99 '^^
Water from and at 212*^ per horse-power hour 23 74 lbs
For the period from 3 :2o to 5 :2o ; —
Water as evaporated per horse-power hour 20.42 lbs
Water from and at 212° per horse-power hour 22.05 lbs
Average electrical horse-power from 10 a. m. to 5 :2o p. in 737-35
Same from 3:20 p. m. to 5:20 p. m __ _ ,812.20
Per cent of friction to total horse-power. 19 12 per cent
Cost per hour of extra help required to handle coal $0 55
Cost per horse-power hour (including labor, waste and lubrica-
tion) , $0.005 ' 5
Cost per horse-power per hour, burning oil fo.0258 cents^per gal-
lon (calculated from test No. 2) _ $0.009952
Saving over oil as above when burning screenings 4^^o P^'* ^^"^
Effect on etficiency of running engine nearer its proper
rating 6^'^ per cent
Oil and waste per day. Test No. i $14 71
Cost per horse-power hour (fuel, labor, lubrication and waste).
Test No. I $o.oo8Si
Cost per electric horse-power hour, Test No. 1 .$0.01004
Cost per car mile, Test No. i _ $0 01346
Cost of power, Test No. 2 $112.61
Cost of labor, Test No. 2 $23.83
Lubrication and waste, Test No. 2 _ _ $7 82
Cost per horse power hour, Test No 2 $0.00895
Cost per electric horse-power hour, Test No. 2 $0 01083
Cost per car mile, Test No. 2 _ $0 01464
Cost of fuel oil, Test No. 3 $9904
Cost of labor per day, Test No. 3 _. $1683
Cost of lubrication'and waste. Test No. 3, per day $4.02
Cost per horse-power hour, Test No. 3 $001110
Cost per electric horse-power hour, Test No 3 $0 01 336
Cost per car mile. Test No. 3 _.. $0.01904
In test No. 3 less than half the power of the plant was used, and con-
sequently allowance must be made for the fact that the item of labor
was somewhat high in proportion. It is claimed that no more labor
would be necessary to run the plant at its full capacity.
The authors then make a comparison of the cost of concentrated
power as against subdivided power, which we quote in full.
"In making this comparison the results as obtained from above tests
at Thirty-first street are compared with those obtained from the test of
the triple expansion engines at Power House No. i. In order that the
results may be properly compared the following assumptions are sup-
posed to apply to both plants, though they were different when the
test was made
Cost of fuel oil per gallon _ _ $0.0257
nsw 1 4 if- A
DIAGRAM
i2M. a i i (■ " 1 T 3 B
OF CARS AND PASSENGERS. — ST. PAUL, MARCH 23, lH
Test No. 3 was made on the Thirty-first street station October 21 and
26, 1S92. The plant consists of ten 16 by 27 by 16-inch Westinghouse
compound engines, nine of which are belted directly to Thomson-Hous-
ton generators, and one to an exciter and arc light machine. On Octo-
bar 21 a steady load test was made, the generators feeding into a steady
resistance. The main result of interest in this test is that the ratio of
steam used in atomizing the fuel oil, to the total steam, was found to be
the surprising amount of 13^*0 per cent.
Test No. 3 b was made with the Thirty-first street plant in actual
service, October 26, 1892, lasting 20 hours and 40 minutes.
Average horse- power,. _ 5~2.$
Maximum horse-power 901.25
Minimum horse- power _ 77 49
Average electric horse- power 434-2
Percentage of loss between engines and line(by difference) .16.9 per cent
Equivalent water from and at 212° per pound of fuel oil 14.48 lbs
Equivalent evaporation per pound of standard coal 9 87 lbs
Cost of fuel oil per car mile _ $ 0^573
SUMMARY OF ALL TESTS-COMPARATIVE COST PER
HORSE-POWER HOUR.
From the tests made at the Thirty-first street station under the
title of "Test No. 3,'' it is determined that the cost of run-
ning the necessary pumps and atomizing the fuel oil is in
percentage of the whole power.. 15^^^, per cent
Cost in percentage of whole power of atomizers, Test No. i-i3i*o P^^ ^^"^
Cost of labor per day, Test No. i $51. 50
E\ aporation from and at 212^ per pound of oil 14.48 lbs.
Total car mileage to be provided for__ 17,118
Average horse power for 21 hours 30 minutes for above mileage,
Power House No. i.. 1,-03 5
Average horse power for 21 hours 30 minutes for above mileage,
Thirty- first street power house _ iji73
Note. — This difference comes from the difference in friction at the two
stations. At No i it is estimated at 20 per cent, and at Thirty- first street
at 17 per cent.
The following figures, which are as close as could be obtained from
the auditor's office, are the basis of the "fixed charges" which go to make
up total cost, and will serve as a basis of comparison :
Value of real estate and building, assumed to be the same for both
plants for comparison $35,ooo
Value of engines. Power House No. i $60,000
Value of boilers. Power House No. i $25,000
Value of line shafting. Power House No. i $i5)Soo
Value of belting. Power House No 1 $5,000
Total - $ 105,500
Value of engines at Thirty -first street __ $35,000
Value of boilers at Thirty-first street $25,000
Value of belting at Thirty-first street $1,500
Total $61,500
Rate of interest on investment 6 per cent.
Rate of depreciation on machinery 10 per cent.
(j9lA££tl?(aUwci^i(^yicW'
493
COST OF LABOR. POWER HOUSE NO. 1.
lo men at $55 per month $ S^o
4menat$65 " " -- ^^^
I man at $75 " " 75
1 man at tSo " " So
1 man at $100 " " - - '°°
Total - $1,065
Or $35 50 per day.
COST OF LABOR. THIRTY-FIRST STREET.
6 men at $55 per montli $33°
I man at $75 " " - -- 75
1 man at $100 " " 100
Total -- --- $505
Or $if>.S3 per day.
Cost of superintendence, estimated at $2 75 per day per station.
COST OF LUBRICATING OIL AND ^A?ASTE, POWER
HOUSE NO. 1.
Cylinder oil, 126 gallons per month, at 50 cents $ 63.00
Engine oil' 94 Jo eallons per month, at 25 cents.. 23.62
500 pounds of wbste at 1 o cents 50.00
Total - $136.62
Or I4.55 per dfty.
COST OF LUBrtlCATING OIL AND WASTE AT THIRTY-FIRST
STREET IF ALL ENGINES WERE IN USE.
Cylinder oil and waste, 63 gallons $3150
Engine oil 12 00
Crank case oil, 37S gal Ions 5670
Waste, 200 pounds — 20.00
Total --- I12020
Or $4.00 per day.
TOTAL COST PER DAY OF 21 HOURS 30 MINUTES AT
POWER HOUSE NO. 1— CAR MILEAGE 17,1 8.
Fuel oil for 1,203 horse-power at rate of 25 4 pounds water per
horse-power per hour, from and at 212°, and 1448 pounds
water from and at 212° per pound, oil 7,258 gals.
Cost at $0,025;/ P^"" gallon 1 186 53
Interest on machinery $17.58
Interest on real estate and buildings $5 59
Depreciation bf machinery ,_ _. $-9-30
Lubricating oil and waste $4 55
Labor $35-50
Superintendence — _ --$-^75
Cost per car mi:e. Power House No. i, for fuel oil, labor, lubrica-
ting Oil ; waste and superintendence $o,o'3333
Cost per car mile for interest and depreciation $0.003065
Total cost per car mile, power house No. 1.. $ 0.16398
Note — This includes, as it should, 4.5 pounds per horse-power hour
for condehser engines, pumps, atomizing oil, etc.
TOTAL COST PER DAY OF 21 HOURS SO MINUETS AT
THIRTY-FIRST STREET STATION IF CAR MILE-
AGE WERE 17.118.
Fuel Oil for 1,173 horse-power at rate of 3327 pounds .water per
horse-power per iiour 9,200 gals
Cost at $0.0257 per gallon $-3655
Interest on machinery $10.11
Interest on real estate $5. 59
Depreciationofmachinery $16.88
Lubricating oil and waste $4.02
Labor $16.83
Superintendence $275
Cost per car mile. Thirty. first station, for fuel oil, labor, lubricating
oil and waste and superintendence $001513
Cost per car mile for interest and depreciation $000190
Total cost per car mile Thirty-first street $001703
Percentage in favor of concentrated power 3,>„ per cent
In this comparison of concentrated and subdivided power it has been
our object lo put both plants on the same basis as far as it is proper and
to make the results depend upon the real difference between the two.
FoK these reasons the Thirty-first street plant has been treated as if it
were covering the same mileage as the No. 1 plant, and that it required
the same horse-power on the line to do it. The result as given above
shows very little difference in cost per car mile, and if the pressure at
the engines were 140 lbs., as required by the contract for the engines, we
estimate that at least 6 per cent would be saved in steam*, and iheicfore
in fuel oil, which would bring the total cost per car mile down to $001615
for the Westinghouse plant as compared with $0.016398 for the No. i
plant, or 1 1., per cent less."
Amonf the numerous other tabulated results one of the most interest-
ing is that taken from the conductors' record. One taken during test
No 1, at Minneapolis, shows the average ratio of moving cars to total
cars to be .811. The average horse-power per moving car was found by
the same test to be 12.562. Test No. 2 shows the ratio of moving cars
to be .730 and the horse-power per car to be 19-65.
*The authors explained when the paper was read that the piping in
the station caused a considerable drop in pressure, hence the calculated
increased efficiency of 6 per cent.
ILLUMINATED SIGN ON THE CALUMET.
A DEVICE that can be made use of to advantage
where there is a multiplicity of lines, and one that
will be appreciated b}- the public, who are always
grateful for indications as to the proper route, is shown
in our engraving of the "Calumet Electric to Pullman."
I.LELIKIL bIGX — L ALL Ml' 1 KMl.WNN-
It is located at the intersection of Stony Island avenue
and Seventy-ninth street, this city. The importance of
having a sign of this kind can be understood when it is
learned that five lines converge at this point, a part of
which belong to the Calumet Electric Railway and a part
to the South Chicago City Railway. Moreover, the}-
have only been running a short time, and the public are
unacquainted with the routes. There would therefore
be abundant opportunity for confusion at this point were
it not for the sign. It is at least a very suggestive idea.
Such signs can be used with advantage not only for
indicating routes, but for advertising special attractions at
pleasure resorts, and other points reached by the road.
The sign in question has about 240 lamps, and takes at
500 volts about 24 amperes. Small lamps of low voltage
494
STREET RAILWAY LAW.
EDITED BY MR. FRANK HUMBOLDT CLARK, ATTORNEY AT LAW, CHICAGO.
City revoking Street Raihvay Franchise.
This case holds that a city may revoke a grant of a franchise to a street
railway company by repealing the granting ordinance, even after
the track has jbeen laid, when in the judgment of the City Council,
safety, convenience and the proper regulation of the use of the street
require it.
In the opinion, the Court said:
The control of the city over the streets is attended
with the duty of preserving them for their legitimate pur-
poses. They are intended for the passage of the people
over them, on foot, on horseback and in vehicles, on their
various occasions of business, convenience and pleasure.
It is not competent for the city to defeat the primary
purposes for which they were dedicated to the public use.
They are highways, and must be maintained as highways
so long as they are kept in existence. The power over
the streets is held on the same trusts as the other 1 gis-
lative powers conferred on the Mayor and City Council.
It is intended to be used for the purpose of preserving
them in the character of streets in such condition as may
be most suitable for the public use. It is of incalculable
importance to the public interest and there can be no more
reason to suppose that the city can abridge or surrender
this legislative power than any other. In the State of
New York, where a railroad company may, by the con-
stitution and statutes, acquire an estate in perpetuity in
the streets, it is held that statutes authorizing telegraph
companies to erect and construct the necessary fixtures
for their lines upon public streets, could be repealed after
the fixtures had been erected. These were general,
public legislative acts, in the exercise of the police power
of the state, and therefore they were not beyond the
reach or touch of future legislation. The legislature did
not intend to divest itself, and could not divest itself of
its control over the streets for the public welfare, and we
must infer from the language used that it did not intend
to bind itself by an irrevocable grant. If therefore these
acts are to be construed as merely conferring a license
which has been acted upon bj' the plaintiff, the legislature
could revoke the license or modify it in anyway or at any
time when the public interest might require it. If an
ordinance cannot be repealed which will reduce Lexing-
ton street to the condition which we have described, then
truly the City Council have lost all control over the
streets, and have renounced their legislative power, and
it will be demonstrated that they have the power to
destroy their utility for the legitimate purposes of streets,
and to convert them to places of extreme peril to life and
limb, but not the power to keep them in a condition suit-
able for their ordinary use as highways. Our municipal
governments were not instituted for the purposes of mak-
ing any such result possible. The repealing ordinance
was passed because, as stated in the preamble, the City
Council thought that it was required by "the public
safety and convenience, and the proper regulation of the
use of the streets." These conditions for the repeal
were within their legislative judgment and discretion, and
the evidence showed that the ordinance has " a real and
substantial relation " to the objects proposed. It is there-
fore not subject to supervision or review by the courts.
This legislative authority over the streets, delegated to the
City, is sometimes classified as belonging to the police
power — that is to say, that great power which embraces
the protection of life, limb, health and property, and the
promotion of the public peace and safet\'. It is a high
conservative power of the utmost importance to the exis-
tence of good government. It has been most emphat-
ically declared by the Supreme Court of the United
States on several occasions that a state cannot limit its
exercise of this power by contract, or in any other way.
Some of the best known and most stricking cases are
Stone vs. Mississippi. loi U. S. 814; Beer Co. vs.
Massachusetts, 97 U. S. 25; and Fertilizing Co. vs. Hyde
Park, id. 659. But supposing this designation not to be
appropriate in the present instance, the name given to
the power is ©f no importance. It is expressly conferred
bythe legislature. Marj-land Court of appeals. Lake
Roland El. R. Co. vs. Mayor, etc., of Baltimore, 8 notes
of cases, 43.
(Note. — ''The legislature of the state has full and preetninent authority
over all public ways and places. But the legislature, instead of exercis-
ing this authority directly, unusally confers upon the municipal author-
ities the power to control and regulate the roads and streets within their
jurisdiction. Just how far these powers extend in any particular case,
must be determined by the special charter or legislative enactment by
which the authority is conferred." Elliott on roads and streets, 327.
In granting a railway company the ri^ht to use its street the inunici-
pal corporation exercises a govern luental power delegated to it by the
legislature, and the ordinance when accepted is in the nature of a con-
tract, but it is not a contract entirely beyond the municipal or legislative
control. No contract can be made which assunies to surrender or alie-
nate a strictly governmental power which exists for the welfare of the
public. It cannot be doubted that a company which secures the right
to use the streets of a municipal corporation, does it subject to the police
power resident in the state as an inalienable attribute of sovereignty.
Same, 564.
The state or its authorized agencies in.ty require a street railway com-
pany to do whatever is regarded to be for the health, safety and welfare
of the people. The authority to enact measures for these purposes
never passes from the people, all corporate rights being accepted subject
to this sovereign power. The rights of the municipality, however, can-
not be extended so far as to permit it unnecessrily to limit or restrict the
operation of the railroad company, nor to authorize any act that will
destroy the company's franchise or aibitrarily interfere with its busi-
ness. Booth on Street Railways. 222.
"The exercise by the State, at any tiine, of its police power, cannot be
construed into a violation of the Federal Constitution, as impairing the
obligation of contracts, notwithstanding its effect may be to repeal exist-
ng charters or otherwise invade the terms of legislative engagements'*
American & English Encycopaedia of Law, Title "Constitutional Law''
page 747.
"The doctrine that grants of franchises are contracts, has been fre-
quently invoked in efforts to protect corporations from the operation of
laws passed in pursuance of the police power of states. But all agree
that the Legislature cannot bargain away the police power of the state,
and while irrevocable grants of property and franchises may be made if
they do not impair the supreme authority to make laws for the right
government of the people, no legislature can curtail its power to make
such laws as they deem proper in matters of police." Same, Title,
"Franchises," page 621.)
^lAkt^J^aiWA^j^ylcW'
495
Contributory Ncgligaice— Failure to hoi- and listen—
Driving- on temporary Boadzvay.
Owing to a washout, the city constructed a temporary
roadway about 120 feet in length near a street car track,
and persons driving along the street were compelled to
cross the track when they reached the temporary road-
way and again when they left it. Held, that a driver of a
wagon, with full knowledge of the dangerous character
of the place, crossing the car tracks on the temporary
roadway without looking for an approaching car, which
struck him as he was attempting to cross again, was
guilty of contributory negligence and could not recover
from the street car company.
Where the temporary roadway was of sufficient width
to permit the street cars to pass wagons and other vehi-
cles, the motor-man was guilty of no negligence in fail-
ing to stop the car or slacken its speed after discovering
the driver on the temporary roadway, since he was not
bound to anticipate that the driver would attempt to
cross the tracks in front of the car.
(Supreme Court of Washington. Christenson vs.
Union Trunk Line, 32 Pacific Reporter 1018.)
Municipal Corporations— Control of Streets— Interferinir
with Street Raihvay.
Spokane city ordinance authorizing a street railway
company to construct its tracks in the streets, provided
that "nothing herein shall be deemed or construed to
mean that the city relinquishes any of its rightful author-
ity over ihe streets * * * but the city shall have full
power to enter upon said streets or any parts thereof for
the construction of sewers or other public works."
Plaintiff brought the action to restrain the defendants
from proceeding with the construction of a certain sewer,
tor the reason that in the prosecution of the work the
railway of the plaintiff would be greatly interfered with.
It may be said, as a general proposition, that the city
has absolute authority over the streets and every part
thereof for the purposes of constructing sewers or making
other improvements which the welfare of the city
demands. The grant of a franchise to a street railway
company would be subject to this general rule, even
although there was no reservation of any rights of the
city in the ordinance by which said franchise was
granted. To give any force to such reservation at all, it
must be held to apply to that portion of the street in con-
troversy. The city had the right to construct the sewer
in the center of the street as it was proposing to do.
(Supreme Court of Washington. Spokane Street R.
Co. vs. City of Spokane, January 31st 1893, 32 Pacific
Reporter, 456.)
Olistriirlion of Street-car track by paving Contractors —
Rights of Street Railway.
Contractors under contract with a city to pave a certain
street, have no power to obstruct the passage of street
cars over such street during the paving of the same,
where the contract gives no such power, and it is shown
that such work has been and can be done without such
interference.
(Supreme Court of Wisconsin. Milwaukee Street R.
Co. vs. Adlam, 55 Northwestern Reporter, 181.)
Street Railway laying Track zvithotit Authority— Acquies-
cence on part of City — Ordinance requiring track to be
torn up.
The appellant brought an action against respondents
to prohibit them from interfering with its street railway
upon Division street in the city of Spokane Falls. On
July 16, 1886, the city by an ordinance of that date,
granted to appellants' assignors the right to lay down,
maintain and operate a street railroad upon certain streets,
which were named, of which Division street was not one;
but in building its road it laid a portion of its track on
Division street. On March 14, 1889, the Spokane cable
railway company obtained a similar franchise from the
city for the construction, operation and maintenance of
a cable railway on sundry streets, among which was
Division street. The Spokane Cable Railway Com-
pany had in part complied with the terms of its ordinance
by laying down certain rails, one line of which was
on the outside of each of the rails of complainant's orgi-
nal track, this having been done by agreement between
the two companies. Subsequently, and before the com-
mencement of this action, the Spokane Cable Railway
Company had sold and assigned to the appellant all of its
rights under the ordinances granting to it authority to
maintain a cable railway in Division street. The City
Council, on June 16, 1890, passed a resolution requiring
the plaintiff to tear up all of its rails on Division street,
and cease operating its line of railway upon said street.
The supplemental complaint showed that notwithstanding
a restraining order issued by the Superior Court, the
respondents had destroyed a portion of the appellants
track; that the police officers of the city have protected
the City Park Transit Company in laying down its track
in place of appellant's thus torn up, and that other por-
tions of the track of appellant were still intact, respon-
dents, however, threatening to dispose of that in like
manner. A municipal corporation should not be per-
permitted to stand by and see large amounts of money
invested in enterprises of this sort, by persons who act
under the mistaken view that they have legal authority.
The road was operated for upwards of two years, during
which time the city made no objection, and from year to
year levied and collected taxes upon this very property,
and up to this time, so far as complaint shows, no objec-
tion has been made to the operation of a street railroad
upon Division street. The appellant, we think, has suc-
ceeded to whatever right the Spokane cable railway had
under the ordinance authorizing the maintenance of a
cable railway on Division street. The mere fact that the
grantee of a franchise to lay and maintain a cable railway,
should have laid down a railway not adapted to the use
of the cable, but only adapted to use by means of horses,
would not constitute the horse railway a nuisance which
could be abated by the municipal corporation at its pleas-
496
(^\jwd'j{aA\^u^i£W'
urc. In such a case the only proper course would be for
the city to take such proceedings as would result in com-
pelling the operation of the road bj- cable instead of by
horses. A franchise of this kind is a contract which it
does not lie in the power of either party to abrogate by
such summary measures as were taken in this case.
(Supreme Court of Washington. Spokane Street
Railway Company vs City of Spokane. June 20, 1893,
not yet reported.)
Statute rcquirii!!^- Street Railroad to keep Roadivny level —
Supervision of Eng ineer.
A statute requiring a street railway company to keep
the roadway level with the rails, between them and two
feet outside, undei the supervision of the state engineer,
is not complied with by the mere approval by the engi-
neer of what has been done, where the roadway is not in
fact level.
(Supreme Court of Nova Scotia. Joyce vs. Halifax
St. R. Co., 24 Nova Scotia Reports, 113.)
The Duplex Street Railway Track Company, with
with offices at 51 Wall street. New York, assigned July
17, without preference, to John D. Elwell. The com-
pany is said to have done a $500,000 business last year.
The liabilities are $100,000 and the assets about the
same. The company was organized in June, 1891, at
$1,500,000. A number of prominent men are in its
director}-. Inability to borrow money was the cause of
the failure.
SPECIAL STREET RAILWAY EXCURSIONS.
THE steam roads have long appreciated the revenue
derived from special excursions (^or have until the
opening of the World's Fair), and hence we have
summer excursions to the north, winter excursions to the
south and far west, and harvest excursions in the fall.
As has been so earnestly advocated in these columns, the
street railway manager can profit bj' studj ing many of
methods employed on steam roads, especial!}' in die case
of lines operating in the smaller cities, where there is less
in the way of public attractions to draw out the crowds.
The Delaware Electric Street Railway, of Delaware.
Ohio, is among the less pretentious roads, with a ci oss-
town line running east and west about three miles; a
north and south line of about two miles, and a belt line.
The company have seven cars, with six in ordinary ser-
vice. Five of the cars meet at a transfer station every
fifteen minutes. The business of the road did not war-
rant a double equipment of closed and open cars, and
while the day riding was very satisfactory, there was a
big falling off after 7 :30 p. m, except on Saturdays. To
offset this, the company engaged a band for the season,
which gives a free concert every Thursdaj- evening, at
Greenwood Lake, at the east terminus. This draws out a
big crowd, and insures good riding for that evening. But
there were still four evenings a week when there was no
attraction, and the sight of the lean and ill-favored loads
set Manager F. P. Welch to thinking, and so he adver-
tised a street railway excursion at ten cents an excursion.
The regular fare is five cents, or six tickets for twenty-five
cents with privilege of one transfer, and as the excursion
rate covered the entire tracks operated by the companj',
and gave twice as much riding as was ordinarily furnished
for ten cents. Manager Welch found it necessary to restrict
the use of the ticket somewhat, which he did as follows:
EXCURSION TICKET.
Electric Street R'y Go.
Good onjy for date and hours
indicated.
Tuesday Evn'g, July 18,
1893, from T p. m to 10:30 „. m
Each coupon good for onfi
continuous trip over any of
the Delaware Electric Street
Railway lines if not detached.
No Transfer Checks will be
given on tins Ticket .
Children over five years will
not' be carried on this ticket
free.
This Ticket Not Transfer-
able.
To the ticket were attached eight coupons, covering
four routes out and the same returning, or permitting the
holder to ride the length of any one line four times and
return. Coupons read thus:
Good for ONE PARE, if
not detached, this date only,
from 7 until 10:3U p. m.
The scheme was advertised on Sunday and Monday,
and as a trial 500 tickets were printed, and put on sale
through the change boys. In a short time every ticket
was disposed of, and demands made for many more.
The idea seemed to strike the public all in a heap, and
the next excursion was even a greater success. So satis-
factory has the plan proved, the summer evening e.xcur-
sion is now a fixture, and occurs regularly on two nights
a week. This, with the band Thursday and the regular
heavy riding Saturday night, leaves only two unfilled
dates per week. Just what to do with these Manager
Welch has not fully decided. At last accounts he was
hunting for a job lot of barns, which he could buy cheap
and advertise a real conflagration.
At first it was feared the special rate might clash with
the regular cash fare, and that advantage would be
taken of the rate by riders who would have traveled
anyway. Bui the fact that the detached coupons are of
no value, together with the close time limit, was found
to afford an entirely satisfactory protection to the com-
pany.
The excursion ticket, however, is a scheme which can
be very successfully worked in very many places, and as
can be readily seen, creates riding which otherwise would
have no existence, fills the cars at a time when they
would otherwise go with but small loads, and popularizes
the road and its management with the public.
^ttc^tl^Uwoy-j^A/lei/
4'.t7
STERLING SUPPLY COMPANY'S SAND BOX.
THE very effecti^■e sandbox adopted by the Broad-
way cable line in New York, and made by the
Sterling Supply Company, of 47 Cedar street, that
city, is here illustrated in cross section. The frame work
of the box is cast iron and the gears, hoppers and valves
of malleable iron. The reason for this construction is to
STERLING SAND IJO)',
STERLING FARE RIGISTER.
guard against breakage when stone or coarse material gets
mixed with the sand. Outside the box and serving to
hold it shut is a powerful spiral spring .)8 inch in
diameter. The rod at the left is connected to a bell
crank attachment under the car platform. This bell
crank is in turn worked by a pin extending through the
car floor. They can also be operated by levers with a
handle running up the dashboard. The company makes
a device for throwing up the hose attachment when not in
use by the same movement that closes the box.
The Sterling Supply Company also make three types
of fare register: the dial faced, used on Third avenue.
New York, the double disc used on Broadwa}- and the
old reliable disc, used for nine years on Twenty-third and
Bleecker streets. That used on Broadway is the latest
pattei n. Taken altogether thev have a rather large
representation of their products at work in the eastern
metropolis, and all are giving complete satisfaction.
STARTING THE BLUE ISLAND CABLE LINE,
CHICAGO.
THURSDAY, July 27, will be a long remembered
day among the natives along Blue Island ave., this
city. The preparations so long and thoroughly
made by the West Chicago Street Railroad to give this
extensive territory rapid transit had been so far com-
pleted, that the time for visible results had arrived. A
few minutes after noon. Assistant General Manager
Crawford donned a new pair of buckskin gloves and with
a representative of the Street Railway' Review
mounted grip No. 1S91, to which was attached one of
the handsome new trailers. That Mr. Crawford is as
familiar with the practical workings of every detail as
with office duties was evident from the skillful manner in
which he handled the train on the trial trip. Superin-
tendent Nagl followed close behind with another train.
The inauguration was carried out quietly so far as the
company were concerned, but not so the natives along
the line. They swarmed on and about the cars, anxious
to ride, if only a few feet, on the first train. The streets
were filled with thousands emptied from factories, stores
and tenaments at that hour, and the train swept down
and back the line amid one prolonged cheer. Every-
thing worked perfectly and the officers, the company and
the Pennsylvania Iron Works, which built and installed
the magnificent plant, are to be heartily congratulated on
their unqualified success.
Inventors of canal trolley systems are notified by
Superintendent Hanna, of the New York state depart-
ment of public works, to make trials on the Erie canal
before October, i.
Judge Alfred C. Cox, of the United States Circuit
Court, handed down a decision, July 21, in the American
Cable Railway Company versus the Mayor, Alderman
and Commonalty of Brooklyn, N. Y. This case regarded
the rights of Daniel J. Miller to patent No. 271,727,
bearing on the invention of the combined support or car-
rying pulley for cable roads in the United States. It was
decided in favor of Miller last April and a commission
was appointed to assess damages. Time was given the
bridge trustees of Brooklyn bridge (who use the device)
to come to terms. In failure of this an injunction will be
put in force.
-tys
(^tied/j\aiUii^j\eylcW'
OLD GIRDER RAIL AS BRIDGE JOINTS.
IN Lincoln, Neb., a considerable portion of the lines
were originally laid with 38-pound Johnson girder.
As long as the horses were in use this answered
very well, but with the change to electricity the joints
naturally began to suffer. The choice very soon stared
General Manager Upham in the face, of relaying his
lines with heavier iron or giving the joints a more visible
means of support. He instructed his roadmaster, Uaniel
Sullivan to do what he could and Mr. Sullivan at once
tackled a pretty big job. There was on hand plenty of
odd lengths of the girder rail already mentioned, and
some full lengths which were so pounded on the ends
they had been taken up. The illustration shows the plan
adopted, which was to saw up old rail into suitable
lengths. Two pieces were used at each joint. Where the
joint was suspended, the pieces covered two ties; where
the joint came over a tie the bridge rested on three
ties. The supporting rails are spiked on the outside;
METHOD OF USING 3S-POUND SCRAP GIRDER FOR BRIDGE JOINTS.
one of them carries the track rail, the other acts to hold
it in position, which it does, firmly and securely. The
supporting rails are bound by gas pipe 3 inches long and
}{ inch diameter passing through holes drilled in the web
of the supporting rails and bolted at each end. In the
joints laid, two of the gas pipe bolts were used, but Mr.
Upham believes three, one at each end and one in the
center, would be better. The usual splice bar should be
retained on the track rail and comes just above the edge
or top of the inside supporting rail. Where paving is
brick, the lower course of brick is left out and the upper
course placed against the rail in the ordinary manner;
with cedar block, the blocks are notched for the length
of the supporting rails with a hatchet or saw, so they will
fit up snugly against the rail. Several hundred of these
joints have been down several months and Mr. Upham
pronounces them first rate for supporting light rail. For
new construction Mr. Upham would recommend a heavier
rail in the first place, in which case it is doubtful if the
arrangement would show as great economy in propor-
tion to the light rail, especially if scrap rail had to be
purchased to make the joints. But where light rail is
already down and too good to throw away, the system
abundantly serves the purpose of strengthening the rail
until its usefulness is gone. The cost of the joint where
the companj' has a lot of scrap 38 pound Johnson girder
on hand, and with the value of scrap steel at $10 per ton.
would be about 65 cents, because the scrap rail could be '
sold for as much after it had been used, as before; and if
it were necessary to purchase scrap rail the cost would be
about $1.40 per joint. The trouble of placing the joint is
less than would be supposed, as the supporting rails are
the same height as the chairs they displace. We are
indebted to Manager Upham for the above information
and sketch.
CANADIAN VOLTS.
[Special Correspondence.]
ALTHOUGH Montreal has not suffered the rending
shock of a Sunday street car controversy, street
railway matters have been before the public to
some degree.
The new superintendent of construction of the Mon-
treal street railway, Mr. Brothers, deserves great credit
for the rapidity with which he has pushed the new con-
nections. His work of six miles of double track from
McGill to Hochelega is one of the quickest track laying
feats on record.
The Montreal Street Railway Company reports the
total receipts for July at $17,269 or an increase of $9,000
over July '92. The number of car miles has increased
from 93,601 to 282,696. The company has just con-
tracted for 500 additional horse-power from the Royal
Electric Light Company, arranging a new schedule for
Exposition week, so that 60 cars an hour will reach the
grounds. The Company authorizes the directory to issue
bonds to the extent of $700,000.
New firms are not now very prolific, on account of the
stringency in money. Messrs. Chryster & Lewis, of
Ottawa however decide to incorporate a company which
will provide electrical light, heat and power and will buy
and amalgamate other existing plants in Canada.
Ottawa, with the accustomed enterprise, will prob-
ably be the first to introduce street railway mail service
in Canada. A special car for her Majesty's mail will be
built.
Sunday cars in Toronto have been the subject of many
doubtful disputations and some bitter feeling between the
pros and antis. Meetings have been held by both fac-
tions and letters of many words and strong language
have flooded the papers. The street railway company
very properly does not engage it the fight but will abide
the popular vote, which will be taken the latter part of
this month.
During the recent riots in Paris the tramcars suffered
considerable damage; in
some cases being over-
turned and used as a bar-
ricade by the infuriated
mob. Our illustration,
copied from the London
Graphic, shows one of
these disasters.
(^tied.j\aiWa^j\eym/
4 '.1 9
THE LUNKEN GATE VALVE.
FOR several years there has been almost no pro-
gress in the valve industry. The old globe valve
is still the standard in spite of its many shortcom-
ings. The main objections to the globe are, of course,
the difficulty with which it is repaired and the great fric-
tional loss in passing through a crooked opening. Lately
there has been a slight tendency towards gate valves.
The Lunkenheimer Company, of Cincinnati, will shortly
Fig. I.
fig- 3-
put on the market a new gate valve, offering great facil-
ity of repair with compact and strong design. Its con-
struction can best be seen by an inspection of the cuts.
Kia. 2-
t'ig. 4. Ki- 5.
Figure i is a sectional view showing the valve closed.
The disk R is held against the seat C by the wedge D.
The seat C is easily renewable. The form of this seat is
shown in Figure 2. The wrench for putting in and
removing the seat is furnished with a spanner at one end
and a ring at the other. When a seat is to be put in it is
placed on the ring end of the wrench and guided into the
threads as shown in Figure 3, the turning being done by
a knife or similar instrument. The spanner end is then
used to screw the seat in tight. The seat is provided
with lead packing. Figure 5 is an end view of the corn-
Fig. 6.
plete valve. Figure 6 shows the wrench as applied to
the valve seat. The valve is perfectly balanced, almost
a necessity with high pressures. The by-pass which is
opened by the stem is shown in Figure 4. These
valves weigh much less than globe valves of the same
capacit}^ and are to all appearances a very serviceable
and economical type.
THE STREET CAR CODE.
NO less an authority than Figaro, the leading
Parisian newspaper, has taken up the question
of street car politeness. We may take Figaro's
decision as final unless reversed by Ward McAllister.
Figaro was asked the following question thus stated:
"Shall a gentleman, seated in an omnibus or street car,
all the seats being occupied, give up his seat to a lady who
may then appear?"
Figaro says, "In a public conveyance each one should
occupy the place for which he has paid." This decision
was arrived at from a canvass of the polite, one of which
class says, "When a lady is content with a cheap mode of
locomotion provided by such conveyance she accepts the
conditions entailed. In most cases a woman is able to see
whether or no all the seats are occupied. If there is no
vacant seat and she enter she assumes the conditions of
seatlessness."
To permit a gentlemen to disturb himself when a few
minutes' wait would bring a car with plenty of room says
Figaro, shows want of feeling. And nothing, continues
this authority, is more out of place than a long drawnout
refusal of a seat.
"A woman in a public conveyance should remain stand-
ing when there is no vacant seat, just as a man does in
similar circumstances." The dictum has gone forth.
To give a seat to a sick or infirm person, or a woman
carrying a child, is not politeness, that is charity.
Keep your seats gentleman.
500
(ptlwd'if^aJAWa^J^^^
LIGHTNING IN A CABLE PLANT.
T '^ LECTRIC railway men will wonder why light-
I — i ning should attack a cable plant. In fact it has
J — > been supposed that electric plants had a monopoly
on that article. This idea has been disproved by an
occurrence at the Twenty-first street cable plant of the
Chicago City Railway. During the past montli Chicago
was visited b)^ one of the most severe thunder storms
known here for years. Lightning discharges at the rate
of two or three a second could be seen from a favorable
point of observation. About one o'clock in the morning,
a few minutes before shutting down time, the men in the
station felt a slight shock and the cable machinery slowed
down for an instant.. Where the lightning came from or
where it went no one knew. The fact remained how-
even that on one of the soo-horse-power engines, two
keys in the crank rod, one at the crosshead end and one
at the crank end were so loosened that the engine had to
be immediately shut down. These keys were each held
in place by two set screws. No other traces were
found of the lightning's work. New keys were put in
and the engine found to be all right. One of the men
claimed that he was whirled around by the shock and
was at the same time enveloped in a blue phosphorescent
light. Another claims at the same moment to have seen
the lightning strike a church steeple one block away
One of the men within three feet of the engine in ques-
tion felt but a slight shock. At any rate the accident was
a most peculiar one and strengthens the belief that what
men do not know about lightning would fill a large
library.
AUSTRALASIAN ELECTRIC LINES.
THE trolley triumphant has conquered Australia.
Hobart, Tasmania, is the location of its latest for-
tification and here is installed one of the most
complete powerhouses yet built south of the equator.
Our readers may now dust off their geographies and
discover that Tasmania is a big island lying 150 miles
south of the Australian mainland, and that Hobart, its
metropolis, is a handsome little city of 50,000 inhabitants
situated on the coast and nestling at the foot of the
mountain.
It is a progressive place if it is in the antipodes, and
nothing proves it more clearly than the electric railway
that is now in commission there.
The power house is a complete affair. Marshall multi-
tubular steel boilers are used, four in number, of 60-horse-
power each, rated at 160 pounds steam pressure. The
smoke stack is 90 feet high with a 5-foot flue. Two
loo-horse-power Marshall feed water heaters and a
Worthington pump are boiler accessories, and the boilers
themselves are covered with asbestos.
The engine room is as complete, being equipped with
Willan's patent central-valve high speed engines, com-
pound, coupled direct to Siemens compound wound dyna-
mos. The dynamos run at 350 revolutions per minute.
The overhead wire is of galvanized steel. The station
equipment is complete of the Siemens type.
The cars were built by the Lancaster Wagon Com-
pany and will seat 48 passengers, 24 below and 2.j. out-
side. Two Siemens 15-horse-power motors are carried
by each car. The cars are lighted by electricity.
Another dynamo is to be installed in the plant to fur-
nish light for the Tasmania Exposition, which corresponds
to a state fair here. The Honorable C. H. Grant and J.
Syme are the local directory, and L. L. Murray the Aus-
tralian representative of Siemens Brothers, installed the
plant.
This line is but a forerunner of other lines in the colo-
nies and a part of the future network of electric roads
that the twentieth century will behold.
ANNUAL MEETING OF THE GREAT BRI-
TAIN TAMWAY INSTITUTE.
IN the opening remarks made by W. J. Carruthers
Wain, it appears that although there was an increase
in the number of passengers carried during the last
year, there was a decrease in the net earnings of the
Great Britain tramways. This was owing to the
increased burdens put on the tramways by the local
governments. The United States was cited as an exam-
ple of what unrestricted tramways would work in the
way of acccommodation of the public and increase in
mileage. He also stated only 33 miles of electric road
have been built in England since 1S83, against 3,532
miles since 1S87 in the United States. Many English
tramways were no more than paying expenses, and it
was exceedingly difficult to induce capital to invest in
such enterprises.
L. Epstein, of the Epstein Electric Accumulator Com-
pany, gave a report of the performance of the Epstein
cells on the Birmingham Central Tramways. These
cells have been doing duty since last December. There
are six cars equipped and two sets of batteries for each
car. In all there are 10,000 plates. Up to date it had
not been necessary to repair a single plate. The Epstein
Company maintains the batteries for a contract price of
i}^d. (three cents) a car mile. The Battery Company
have so far had the best of the contract. Mr. Epstein
stated that he was willing to take a contract at i d (two
cents) a car mile.
The plates used are, according to samples now at the
Street Railw.w Review office, of thick lead, longi-
tudinally grooved. The active material is formed on
them. These plates are strong and furnish good elec-
trical conductivity, while the longitudinal grooves afford
a large surface for active material. The main objection,
of course, is the weight.
The statements of Mr. Epstein were corroborated by
Mr. Carruthers-Wain, the manager of the Birmingham
lines. No figures were given as to the net income of the
tramway itself as to whether it could afford to pay such
a maintenance price per car mile, but the balance sheet
of the company, soon to be published, will tell.
(^tcd.l^{ailw2iv5^eym/
501
CINCINNATI LAND SLIDE.
JULY casualties include an unique accident at Cin-
cinnati, which succeeded in stopping street cars
and wrecking the track as successfully as a Pari-
sian mob. On July iS the banks of Brown street showed
a wavering tendency and by the next day a complete
abandonment of the street railway was forced. The loose
dirt was so deep that piles could not be procured of suffi-
cient length to reach the solid ground. Six houses were
more or less moved. Our photograph was taken at the
beginning of the trouble and does not show the most
moving portion of the affair.
IMPALED ON A STREET CAR.
AN accident, as terrible as it was unusual, occurred
on a Taylor street open car in this city. An
inventor who had been placing a safety device at
the ends of the Harrison street bridge, to prevent teams
the accident,, and her friends being summoned received
her last wishes. The surgeons then withdrew the splin-
ter when death resulted in a few minutes from hemor-
rhage. Mellon the inventor is now in jail.
A REMARKABLE ENGINEERING FEAT.
FEW passengers on the Brooklyn elevated, travel-
ing up and down Myrtle avenue, were aware
that the track and structure beneath them was
being lowered.
But such was the case. Between Navy street and the
Vanderbilt avenue station was a heavy and expensive
grade which seemed to defy remedy. Engineer-in-chief
Nichols however began cogitating on the subject and at
last resolved to lower the grade for 900 feet. This stretch
included the grades which was 106 feet to the mile. It
was begun June 2 and finished in six week, without
stopping a single train. The plan of operation was this.
The structure was first wedged with heavy wooden pil-
THE LAND-SLIDE IN CINCINNATI.
from falling into the river when the bridge was open,
carelessly left a lever out of position, used as a part
of his device. This wooden lever, several feet in
length, fell at the instant when the car was passing, and
the outer end dropped in such a way as to pass entirely
through the body of one of the female passengers, and
penetrated the back of several seats. It was found im-
possible to remove the patient except by sawing the lever
as close to the body as possible. She was then hurried to
thehospital in a police ambulance. Concioi'isness being
restored the patient was informed of the fatal nature of
lars 15 inches [square and as each one was riveted in
place the iron columns along side of it were removed and
four or five inches of it cut off. It was then replaced
and the road bed lowered to it by means of hydraulic
jacks.
Flagmen above kept their eyes on approaching trains
and only when a train was a miute and a half or so dis-
tant would the hydraulic jacks lower the road bed into
place. ' The work was necessarily slow and the under-
taking rather a discouraging one, but has proved very
successful.
502
LABOR IN SMALL POWER PLANTS.
IN no particular does the practice of roads differ more
than in the relative number and efficiency of the men
employed in the station. In the following article it
is the intention to present briefly the actual working con-
ditions of several moderate sized plants. The smaller the
plant of course the more important the item of station atten-
dance becomes in proportion to the total expense of
operation. In the smallest plants it very often exceeds
the coal bill.
In no department is there such temptation to practice
false economy as there is in this. It is an easy matter to
reduce the pay roll one half by hiring cheaper and fewer
men. It is therefore but natural that the poverty stricken
road should adopt this expedient but it is sure to bring
disasterous results. It is a time honored saying among
business men that the cheapest hands are the most
expensive to keep. Cheap men will generally loaf
enough of their time to make them less efficient in pro-
portion to their wages than their better paid bretheren,to
say nothing of the carelessness and irresponsibility of the
former. In regard to the quality of the help employed
there should be no question. That a station is running
on'a small pay roll is no indication that it is operated
cheaply. It may be running down constantly for the
want of proper attendance. The saving is generally
more than taken up by the repair account under such cir-
cumstances.
The figures herewith presented have been compiled in
their present form for an approximate comparison of results.
It is of course difficult to obtain exact figures on this kind of
work and as far as actual value for comparison goes this
makes little difference. The item headed " number of
cars running" in the majority of the cases is the number
in operation from the time of starting till the hour of shut-
ting down. The reason for this is that the roads being
small, it is necessary to run the cars at definite intervals,
and this, together with the fact that the traffic is tolerably
constant, makes a material changing of the number of
cars on the road from hour to hour impracticable. In
some cases here given the number of cars during the day
undergoes some change, but it is not likely that this seri-
ously effects the problem.
No. I is the smallest road on the list and will be con-
sidered first. It is not valuable for comparison because
it is a combination lighting, railway, and heating plant
and it is impossible to separate the expense.
The showing is as follows:
ROAD NUMBER I.
Number of cars running y
Rated horse-power of machinery running ' 250
Firemen day shift . _, 2
Firemen night shift 2
Engineer day sliift _ i
Engineer night shift _ ., i
Total number men employed in station _ 6
Average load . ._ loo-horse-power.
Horse-power hours 1,800
Horse-power hours per day per man _ 300
Cars per man — _ 1.16
It is safe to say that four out of six men at work around
this station could easily do the work for the railway part
alone. The machinery ordinarily run is a high speed
engine direct belted to a 200 kilowatt generator.
The next plant although small is of excellent design
and is kept in the best of condition. The road is usually
supplied with power from a 300-horse-power Corliss
belted direct to a 200 kilowatt generator.
ROAD NUMBER 2.
Number of cars running lo
Rated horse-powerof machinery running 300
Day fireman ., ,
Night fireman _ _
Day engineer _. ._
Night engineer __
Total number of men employed in station
Average load 120-horse-powe:
Horse-power hours _ 2,160
Horse-power hours per day per man _ 540
Cars per man _ ,. 2.50
We now come to a size of station where the wages of
the head engineer should be counted in as a part of the
station expense although he is not in actual duty in the
engine room. In the two already taken up tlie head
engineer was on duty either on the day or night shift.
In those to follow, the head engineer is not counted
among the regular help, as shown in the table.
ROAD NUMBER 3.
Number of cars running., _ i8
Rated horse-power of machinery running 600
Day firemen , _ 2
Night firemen , 2
Day engineer (and tielper) _ 2
Night engineer i
Total number of men employed in station 7
Average load., — 250-horse-power
Horse-power hours 4t5oo
Horse-power hours per day per man 643
Cars per man _ 2.59
The engine is a 600 horse-power Corliss direct belted.
It is thought that the station force could be somewhat cut
down without difficulty, as until recentl}' the engines used
were of a type requiring more attention and inore fuel
than the present machine.
ROAD NUMBER 4.
Number of cars running ,_ 30
Rated horse-power of machinery running _. 500
Day firemen 4
Night firemen _. 4
Oiler, day _ , i
Oiler, night , ._ , i
Engineer, night , , i
Engineer, day i
Total number of men employed in station _, 12
Average load 300-horse-power
Horse-power hours , 5,400
Horse-power hours per dav per man 450
Cars per man 2.50
Machines in this case are 75 kilowatt run from line
shaft by a 500 horse-power Corliss.
ROAD NUMBER 5.
Number of cars running., ^o
Horse power of machinery running goo
Day firemen ., ... 3
(^lte<2tO\aiWay'j^yie\/
503
Night firemen - -
Day engineer and dynamo men - 3
Night engineers and dj'namo men __ 2
Total number of men employed in station lo
Average horse-power 4°*^
Horse-power hours 7>2oo
Horse power hours per day per man 7^°
Cars per man - 4
ROAD NUMBER 6.
Number of cars running 45
Men day shift 'o
Men night shift - ^
Total number of men employed around the station 16
Average horse-power _- — — 54°
Horse- power hours per day 9-7-0
Horse-power hours per day per man - 607
Cars per man 2. Si
Nunber 5 is a new station operating direct belted 300-
horse-power Corliss engines. The firing is done by
hand. Number 6 is composed of a large number of
small high speed engines of about 125 horse power.
Mechanical stokers are used with upright boilers. The
best showing is that made by Number 2, when the small-
ness of the plant is considered. The fact that the chief
engineer's salary does not have to be figured in as a
separate item brings the cost of labor to a figure that
will compare favorably with much larger plants.
Number 5 and 6 can be best compared and such com-
parison is not without its lessons. Number 5 is operating
only five less cars than Number 6, yet the station force
is more than one third less. There is evidendy a chance
here for a comparative study of station design. Number
6 is as was before stated a station of small units. Each
one of the units takes but slightly less attention than the
large units of which number 5 is composed. This is
saying nothing of the increased fuel economy of the
large units which in turn acts to noticeably lessen the
labors of the coal heaving department. There are how-
ever, other considerations that go to increase the pay roll
of Number 6. The coal instead of being shoveled out of
the cars directly in front of the boilers, has to be wheeled
some distance. It would do a great many designing and
constructing engineers good to take a short course in coal
heaving in some badly arranged boiler rooms. It would
bring to their minds as nothing else could (unless it is
footing the bills for firemen's helpers) the importance of
providing for the quick and easy handling of coal and
ashes. It may be argued that coal heavers are cheap but
as a fact the small amount of coal the average cheap
laborer will handle in a day is something remarkable.
Much has been said about power station design from an
electrical and mechanical engineers' standpoint, but the
man who does the actual work around a station knows
that the difference between a large and a small station
force for the same output lies mainly in the details of
boiler and engine room.
Above all things it is important that the men in charge
of a station should be "able to scent trouble a mile off. "
The man who does not have the inborn intuition, that an
ounce of prevention is worth a pound of cure, has no
place around a power plant. The only way to avoid
shut-downs and break-downs is to remedy every little
trouble at its beginning. For this reason there are some
men that are specially unsuited to station work however
much ability they may have in other directions. " Eter-
nal vigilance " and the faculty of seeing that repairs are
made the minute they are needed are the requisite quali-
ties of a good station attendant.
The number of cars run per man in the station is per-
haps as reliable a basis of comparison as any. With a
power plant of up to date design there should be no
reason why three 16 foot cars could not be run per man
in the station for plants running from 10 to 20 cars.
The reason that so few of the plants from which
figures are here given make as good a showing as this is
due to a variety of reasons. Number 2 would no doubt
do it for some of its cars are long double truck inter-
urbans. The other stations are not of modern design so
that although operating a large number of cars the sta-
tion pay roll is large. The number of men necessary to
run a station is extremely dependent on the designer of
the plant, be it large or small.
EFFECT OF DRIVING SPIKES IN WOODEN
TIES.
NOT only are there spikes and spikes, but even
more frequently are there men who know little
of the art of driving them. The Engineering
News publishes the following illustrations from photo-
graphs furnished by a correspondent on the A. T. & S.
Cede
F. Railroad, in Kansas, showing the effects of spikes
driven into oak ties and cedar ties.
After the spikes were driven the ties were sawed into
small blocks inclosing the spikes, and these blocks were
subsequently split open at the spike holes.
A WRITER in Indian Engineering says that for roofs
of moderate span old rails can not be beaten, but intimates
that old rails may be very expensive items if one does
not know how to use them.
504
(^Ued/l^^aiUciy-j^eVlfi^
THE PIKES PEAK COG RAILROAD.
THE Manitou & Pikes Peak Railway, ascending the
highest accessible mountain in the world, has been
in operation since June 30, 1891. The moving
spirit in its construction
was Z. G. Simmons, of
Kenosha, Wis., who
has earned a consider-
able reputation for his
large undertakings in
the northwest. He
went to Colorado pri-
marily for his health, but
the temptation to build
the much talked of line,
and bring Pikes Peak
summit within easy
reach of the ordinary
traveler, was too great
to be resisted. Mr.
Simmons gave not only
his capital, but his per-
sonal supervision to the
enterprise. The Abt
system of cog wheel
road, which has been
in use in the Old World,
was the one decided on.
Surveys were made in
back up the Engleman Canon trail. The hardships of
construction were great. The light atmosphere made
work difficult, and it is estimated that the cost of labor
averaged $1.00 an hour. The road is a trifle under
nine miles in length, and the rise amounts to a perpen-
dicular distance of a mile
and a hali, or about
850 feet to the mile.
The maximum grade is
25 per cent, or one foot
in four. About one-
quarter of the distance
has this grade, the
average being 16 per
cent. At distances
varying from lOO to
600 feet, anchors of
strap iron are bolted to
the ties and carried up
grade to fastenings in
solid masonry. The
Abt system of cogs in
use here has two cog-
ged rails in the center
of the road. Six driv-
ing wheels from the lo-
comotive mesh in these
— three on each rail.
Cog rails are 21 to 31
pound, and 80 inches
VIEW OF CANYOM.
HALF-WAV IIOISE — MAN'ITOU A' PIKES PEAK RAILWAY.
1888 and '89, and the grading was begun in September,
'89, by the contractors, Lantry Brothers, of Strong City,
Kansas. All materials and supplies were sent on burro
long. The locomotives weigh 25 tons. On an average
grade the boilers are nearly level. Track was laid from
the bottom up. The track rails are 40-pound T, and the
^ti€ctl^^mkay5^ym/
5(15
standard gauge is used. The roadbed is of gravel, 15
feet wide. The single car which is used with each loco-
motive is provided with separate brakes, in case those on
the locomotive give out. Three Vauclain compound
engines have supplanted the simple ones in use at first.
The number of passengers carried the tirst season was
9,700, and the second season 16,700. During last Aug-
ust the demand for tickets was far in advance of the
capacity of the road, and while additional facilities have
been provided this year, the indications are they will be
none too large. The officers are : President, John Hul-
bert; vice-president and treasurer, Z. G. Simmons; sec-
retary, J. B. Glasser; general manager, H. S. Cable.
Occasionally some daring individual makes the descent
on an improvised tobogan, the best record to date being
sixteen minutes for the nine miles. Within the past week
three men attempted the foolhardy undertaking of break-
ing the record and were pitched down the mountain.
The trip in the cars, however, is one of absolute safety.
ALUMINIUM SILVER.
THE above is the name given to a remarkable alloy,
which has been developed as a result of nearly
twenty years' of experiment by one of the leading
metallurgists in the United States, a gentleman who has
long held a very high position in the service of the Gov-
ernment. The name has been chosen as indicative of
the characteristic properties of the alloy, and not because
aluminium and silver form essential constituents. In color,
lustre, hardness, specific gravity and resistance to oxida-
tion and discoloration, it closely resembles and possesses
the properties of these metals.
One of the alloys was rolled into a plate and submerged
on a ship during a cruise in the Pacific. It was free from
barnacles or corrosion after several months, and had no
galvanic action upon iron. The tests indicated greater
durability than copper, at half the cost. In other tests, of
which we have positive knowledge, most remarkable
SUMMIT OF PIKES I'EAK — ELEVATION 14,147 FEET.
PAPERS SAID THE PEOPLE DIDN'T WANT
THE TROLLEY.
IN vivid recollection we call to mind the daily wail
for months of the New York papers that the citi-
zens of Brooklyn did not want the trolley. Judg-
ing from the press, nothing short of a great popular
uprising of the people was imminent should electrics be
put in. That was a few months ago. As an evidence
of how the people did not want the trolley, the elevated
roads in Brooklyn are in desperation, and one, the Kings
county L, has even petitioned for a reduction of its assess-
ment on account of a loss of 5,000 passengers daily,
which it asserts now ride on the electric cars. The
Brooklyn Elevated also claims a loss of 7 per cent of
business on Fifth avenue and 8 per cent on Lexington
from the same cause. The L people now talk of adopt-
ing electricity for themselves. It does beat all how the
people hate the trolley !
results have been obtained from its use as an anti-friction
metal, running for hours without any but the first few
drops of oil and coming out smooth, clean and without
heating. The metal can be hammered and rolled, and
when poured does not contract in cooling.
By thoroughly cleansing the surface of sheet-iron by a
bath of dilute acid, then removing the acid, immersing
the plate in a certain saline solution, and then in a bath of
melted alloy, the surface becomes coated with a material
fully equal to tin for all uses to which tinned iron is
applied and at a considerable reduction of cost. Gen.
Herman Haupt, C. E., has conducted a series of very
severe tests and pronounces the new metal in many
respects the most remarkable and valuable alloy ever dis-
covered, and one specially suited to many purposes in
electric work.
Only two months until convention,
early and carry them out.
Make your plans
5()G
^WetlF^aiWiiy'j^yicW'
PICTORIAL EVENTS OF THE MONTH.
THE Chicago & Indiana Electric Railway is the title
of a new enterprise, which claims to have let con-
tracts for 500 miles of iron, and promises to con-
struct a line between Chicago and Indianapolis, with
branches as shown in the accompany-
ing map. Shops for the manufacture
of their cars are slated for Nobles-
ville. High speed passenger service
for day, and freight at night, is the
plan, the Chicago line to be double,
the others single track.
In 1874 bobtail cars were introduced on the horse lines
in San Francisco, and were not entirely withdrawn until
last month. The first horse cars
were put on July 3, 1869, and
to popularize the line run free
all day on July 4. In 1874
they were changed to bobs,
which gradually gave way to'
the cables, until now the last has passed from sight,
though dear to the hearts of some of the old timers.
Cable and electric cars have not infrequently given the
police and fire departments a timely lift, but general atten-
tion was recently attracted to a Brooklyn horse car, which
chased a thief. A passenger
on the front platform was sud-
denly relieved of his gold
watch, the thief jumping off
and running ahead of the car.
The driver put on his spurs
and put the old horses on a
double quick. After 'a chase
of several blocks a policeman hove in sight and joined in
the pursuit, which resulted in arrest of the robber and
recovery of the ticker.
On the Lake Roland Electric, in Baltimore, the trol-
ley on one of the late cars caught in the wire and
was broken off. Lineman
Scott was equal to the
occasion, and procuring a
piece of insulated wire,
connected one end through
the car roof, and standing
on the car, held the other
against the trolley wire.
There was considerable illumination, but the car was
brought in all right.
The annual crop of tin can eating goats in New York
City is placed at over 50,000. One old patriarch, rejoic-
ing in the name of Stonewall Jackson, never knew
defeat, that is, until he bucked the electric car on the
DeKalb avenue line. For years his amusement had
been to plant himself firmly in the horse car track, raise
particular Cain with the horses, and compel the drivers
to get off and rout the enemy with a whip. But one day a
car appeared minus
the horses. Stonewall
struck his regulation
attitude and then some-
thing with a fearful
gong and flames of
blue fire hit back.
One horn was
sprained, his whiskers
caught in the drawbar
and were extracted, and one eye will have to do the work
of two hereafter. It was a complete Waterloo, and the
'former terror of East New York is now as docile as a
clam.
There was a fierce canine which lived on Clark street
in the World's Fair city, and rejoiced in the name of the
"North Side Terror." Tige was a fighter from Goose
Island, and his owner had realized large money in many
a hard fought pit, where the other dog was regularly
devoured by Tige. On this day Tige slipped away from
his master and took a voyage of discovery on his own
account. The slot of the cable road attracted him. The
hum of the fast moving cable was
a declaration of war, and he tried
to chew a section of slot rail. Just
then the rope around his neck in
some way dropped through and
caught the cable. Tige's head
was well fastened to his body, or
that first jerk would have severed
all communication between the
two. Down the street he went,
now sliding on his feet until they were blistered, now
dodging the missiles with which the boys got in their
unerring work of revenge. Fully a half mile was
covered, the fat Dutch owner bringing up in the far dis-
tance, when the cable reached the curve, and the rope
parted just in time to give that dog one more chance for
life. He travels in the alley now.
JuLV 3 was a big day in Kalamazoo; bigger even than
the Old Settlers' annual picnic, or the day when the man
fell out of a balloon. The
electric line was finished.
The mayor rode at the
front end of the proces-
sion, ne.xt behind the
band, and everybody else
that could get in after-
wards. They filled the
cars; then they swarmed
around and on top Hke
bees, and rode as long as
they could hold on. All the country 'round about for
miles was there, and fireworks in the evening rounded
up the big event.
<^tmty\ail^^
507
CAUGHT ON THE RUSH TRIP.
American Street Railway Association.
D. F. LONGSTREET. pREaiDENT, Denver. Col.
DR. A. EVERETT, First Vioe-Pbesident, Cleveland, O.
JOEL HURT, Skoond Vioe-Presidknt, Atlanta, Ga.
W. WORTH BEAN, Third Vioe-Pbesident, St. Joseph. Mich.
WM. J. RICHARDSON, Seorktaby and Treasureb, Brooklyn, N. Y.
Exeoutite Committee— The President, VioePbesidents, and John G.
Holmes, Pittsbnrs-, Pa.; J. D. Cbimmins. New York City; Thos. Minaby, Lonia-
ville, Ky.; Jas. R. Chapm.\n, Grand Rapids, Mich., and Benj. E. Charlton-
Hamilton, Ont.
Next meeting, Exposition Building, Milwaukee, third Wednesday in'October.
Massachusetts Street Railway Association.
President. Chables B. Peatt, Salem; Vice-presidents, H. M. Whitney, Boston,
Amos F. Bbeed. Lynn, Frank S. Stevens; Secretary and Treasurer, J H. Eaton,
Lawrence.
{deets first Wednesday of each month.
Ohio State Tramway Association.
President A. E. Lano, Toledo; Vice-president, W. J. Kelly, Columbus; Secretary
and Treasurer, J. B. Hanna, Cleveland; Chairman EKecutive Committee, W. A.
Lyncjh, Canton, O.
Meete at Cincinnati on the fourth Wednesday in September, 1893.
The Street Railway Association of the State of
New Jersey.
President, John H. Bonn, Hoboken; Vice-president, Thos. C, Barr, Newark,
Secretary and Treasurer, Charles Y. B vmford, Trenton; Executive Committee,
Officers and C. B. Thl-rston. Jersey City; H. Romaine, Paterson; Lewis Per-
rine, Jr., Trenton.
The Street Railway Association of the State of
New York.
C. DENSMORE WYMAN. President, New York.
D. B. HA8BR0UCK, First Vige-puesident, New York.
JAS. A. POWERS, Second Vice-president. Glen Falls.
W. J. RICHARDSON, Secretary and Tbeasubek, Brooklyn.
Executive Committee.— D, F. Lewis, Brooklyn; John N. Beckley, Rochester,
J. W. McNamaba, Albany. ^
The next meeting will be held at Rochester, September 19, 1893.
Pennsylvania Street Railway Association.
JOHN A. COYLE, President. Lancaster.
JOHN G. HOLMES. Vice president, Pittsburg.
H. R. RHODES, Second Vice-president, WiUiarasport.
L. B. REIFSNEIDER. Secretary. Altoona.
WM. H. LANIONS. Treasurer, York.
Next meeting, Harriaburg, September 6, 1893.
Alabama.
Mobile, .^la — The Electric Railway will begin operations Aug. lo.
Mobile, Ala. — Mobile tt Spring Hill Electric Railway has begun
operation by electricity. J. H. Bleon is general manager.
Montgomery, Ala. — Montgomery Light & Power Company is to
furnish power at present for the Terminal & Clovertlale Street Railway.
Montgomery, Ala — TheCloverdaleand the Montgomery Terminal
consolidate and increased combined capital to .f350,ooo. Electricity will
be put on immediately.
Arizona.
Tucson, Ariz.— Organized: The Tucson Water, Electric Light &
Power Company, by Sylvebter Watts, St. Louis; Ilenrv A. Lawton,
Terry Parker, Stanton Park, and Jas. W. Parker, of Atchison, Kan., at
a capital of $50,000.
Arkansas.
Fort Smith, Ark. — Six miles of electric railway is to Be put in here
on or before June 5, 1894. At present eight and one-half miles of horse
line are in operation. S. McLoud is purchasing agent and general
manager.
California.
San Francisco, Cal. -California Street Cable Company elects J. B.
Stetson, president; Antoine Borel, vice; Albert Stetson, secretary.
Oakland, Cal. — Oakland Consolidated Street Railway Company
elects A. H. Clough and W. H. Chickering as directors. These repre-
sent the F. M. Smith interests.
San Francisco, Cal. — Metropolitan Railway Cgmpany has received
a decision in franchise case declaring that franchise can not be granted,
but may be auctioned off to highest bidder.
Oakland, Cal.— The Twelfth Street Electric begins operations.
David Rutherford, formerly of the Consolidated, is superintendent, and
F. M. Smith is controlling owner of the new line.
San Francisco. — A large amount of construction will be made by
the Mission Street, Market Street, Omnibus, and Southern Pacific Com-
panies, to reach the grounds of the Midwinter Fair.
San Francisco, Cal. — Pacific Underground Electric Railway Com-
pany organized at |ioo,ooo, by F. S. Chadbourne, John F. Burgin, A.
Craig and D. B. Richards, of San Francisco, as directors.
San Francisco, Cal.— F. M. Smith, the "borax king," has finally
secured all the street railway interests in Oakland. He will now build
to Piedmont. The syndicate has control of 35 miles now.
Los Angeles, Cal. — C. W. Stewart has on foot a scheme for a
boulevard and electric railway to Santa Monica. Right of way is
secured, and claims are made that capital from the east is behind the
scheme.
San Francisco, Cal. — There is a prospect of a fight to the knife
between the Southern Pacific with the Davie people. The trouble will
be inauguerated with cut rates. The Oakland Consolidated is in the
deal with Davie.
San Jose, Cal. — The Chappellet franchises are in possession of Le
Roy G. Harvey & Company, who ask that immediate action be taken
to extend time limit of building. Harvey & Company claims are of
assignee, but the franchises in question have lapsed.
Nevada City, Cal. — F, Broeckman, Peter Tautphaus, J. Gutten-
bach, Dr. Liel rick, et al., who will build the Nevada City, Grass Valley
& Marysville road, are making preliminary arrangements to begin active
business. The Yuba county supervisors have been asked for a charter.
San Francisco, Cal. — The San Francisco & San Mateo are sued by
Griftin Wheel & Foundry Company for $336.00 for goods sold. The
sheriff has taken control of the road on writ of replevin of the General
Electric for $100,000 debt. Things are now read^' to come to a head.
Bad management is alleged.
Oakland, Cal. — W. F. Rudolph, F. M. Smith's lieutenant, says that
the proposed feeder to Emeryville cannot be built this season on account
of the stringency in the money market. The Twelfth street line
announces Warren OIney, president, and Warren OIney, Jr., secretary.
The Southern Pacific has bought the control of the Sessions' Street
Railway, in Oakland, for $240,000. Lines aggregate 71^ miles.
Los Angeles, Cal. — Judge Van Dyke rules on the cable case that
Iiolders of the first mortgage bonds amounting to $1,3^4.355 come first ;
the Illinois Trust and Savings Bank, second, as holders of $1,360,000,
second issue of mortgage bonds; and parties claiming small judgments
last. Frank J. Thomas is appointed commissioner to make sale within
thirty days. In case sale fails to realize sufficient amount balance holds
first against the Los Angeles Cable Railway, and any balance due on
second mortgage enters against the Pacific Railway Company. As the
Consolidated Electric oi this city controls the first mortgage bonds the
property will almost certainly pass into its possession.
5ns
^:fcie£tlF(ailAvii)'lF^vW'
Canada
Vancouver, B. C— Citv council discusses question of purchasing
Street Railway & Light plant for $360,000, Committees of stockhold-
ers and aldermen appointed to confer in the matter. A vigorous spirit
of municipalization is aroused.
Montreal, Can. — City council gives the street railway rights of
extension of their lines.
London, Ont.— Col. J. M. Clark, formerly of the Windsor & Amherst,
bury Street Railway, asks franchise of the London city council.
Chicago.
Chicago. — Incorporated: Gough's Automatic Street Car and Station
Indicator, at f 5oo,oop, by Carroll Gough, Neville Begley and Parker
Gough.
Chicago. — The West & South Towns Street Railway Company
changes the name to the General Street Railway Company of Chicago
and say they will use five Patton motors.
Colorado.
Denver, Col. — City cable is about to begin construction of new line
along Thirty-eight and Watervliet avenue. Surveyors are now at work.
Boulder, Col. — The street railway here will probably be used for
freight service, and the Union Pacific line into the mountains will be
operated as an electric line.
Denver, Col. — General Electric brought attachment suit against
Denver Lakewood& Golden Railway for $5,705. Case afterwards set-
tled and attachment released.
Pueblo, Col. — On petition of the General Electric Company, E. B.
Shattuck, of Pueblo, is appointed receiver for the Pueblo City Street
Railway Company and the International Trust Company, also party to
the action. Liabilities are $700,000. General Electric holds $500,000
in bonds.
Denver, Col — Denver Trainways Company and the Metropolitan
have combined their systems with a capitalization of $4,ooo,0(5o. The
Tramways' bonded indebtedness is $2,600,000, and $500,000 will be
issued. Considerable changes in motive power will be made, and the
other lines will be drawn into the combine shortly. The annual Tram-
way & Metropolitan election resulted as follows: President, Rodney
Curtis; vice-president, John J. Reithman; secretary, W. G. Evans;
treasurer, F. A. Keener.
Connecticut.
Bridgeport, Conn. — The Bridgeport Railway Company, the Bridge-
port Horse Railroad Company, and the East End Railroad Company
have consolidated under the name of the Bridgeport Traction Company.
The capital stock of the new corporation is $2,000,000, and the roads are
soon to be operated by electricity.
Bridgeport, Conn, — Bridgeport Railway Company (consolidated)
elects president. Colonel N. H. Hett, of the Standard Oil Company, who
is a resident of this city ;' vice-president, Ellas S. Ward, Newark ; secre-
tary. General T. L. Watson, Bridgeport; treasurer. William Sherer,
Newark. Capital stock, $2,000,000; to be operated by electricity.
Delaware.
Wilmington, Del. — As a result of the annual meeting of the Wil-
mington City Railway, additions will be made to the power plant and
several cars bought.
District of Columbia.
Washington, D. C. — Representative Hicks, of Altoona, applies to
Postoffice department for placing postal boxes on electric cars of new
line from Altoona to^HoUidaysburg. Favorably considered.
Georgia.
Columbus, Ga. — North Highlands Electric secures its franchise.
Work must commence in six months and be completed in twenty-four
months or road is forfeited to city.
Atlanta, Ga. — New offices of Atlanta Traction Company are:
Thos. B. Felder, president; W. H. Norris, secretary; Judge Rosser,
Judge Hines, E. T. Shubrick and W. Rosser, directors.
Illinois.
Centralia, III, — Centralia Street Railway Company has ordered
rails for the street railway.
Ottawa, III. — Arthur Whittington, electrician for the City Electric
Railway, resigns, and is succeeded by Mr. Chapman, of Peoria.
Trenton, III. — City of Trenton will give free franchise, and con-
sider proposals for electric light plant. City will use twenty-three arc
lights or more.
Galesburg, III. — The Street Railway Company elect offlcers as fol-
lows: President, Wilkins Seacord; vice-president and treasurer, Robt.
Chappell; secretary, H. F. Arnold.
Centralia, 111. — Organized: The Centralia Light & Power Com.
pany, for a general electric business, by E. S. Condit, Jacob Kohl, Geo.
L. Pittinger, C. C. Davis, G. E. Eis, Seymour Andrews, James Benson,
F, Kohl, and S, M. Warner.
Indiana.
Portland, Ind. — Electric line from Penn%'ille to Marion is talked of
Indianapolis, Ind. — St, Louis Car Company gets contract for
twenty-five closed cars, to be delivered by Oct. i.
Huntington, Ind. — W. H.Thompson, of Lima, O., is in the city
looking up the location and route of his street railway planned here.
He has asked nothing so far.
Marion, Ind. — The Marion, Montpelier& Camden Electric Railway
promoters discuss the rojd. James Brownlee, of Marion, chairman ; L.
R. Knight, of Montpelier, secretary.
Terre Haute, Ind, — Terre Haute Car & Manufacturing Company
assign to H.J Baker, the attorney for the company. Liabilities, $191,-
000; assets, $600,000. Liabilities wholly for material.
MuNCiE, Ind. — The Burlington, Vt , directors of the Muncie Street
Railway Company elect officers and decided to put in an electrical
equipment. Russell Harrison's syndicate deal to buy the line was
declared off,
Indianapolis, Ind, — The Chicago & Central Indiana Electric Rail-
way Company asks the commissioners of Marion county the privilege of
running their tracks along highways of said county to Broad Ripple and
thence to city limits,
Indianapolis, Ind. — The Citizens' Company hold a meeting with
J. E Riddell, engineer, of Pittsburg. Contracts signed with new Elec-
tric Light Company tor rented power. The Buffalo safety fender was
adopted. Several other minor contracts made.
Terre Haute, Ind. — Creditors of the Terre Haute Car Works favor
its management by the old officers of tlie company. The creditors
choose A. J. Crawford, president of the Northern & Southern Rolling
Mills, Major Collins, of Brazil, and J. F. Brinkman as trustees.
Iowa.
Sioux City, 1a. — National Park Bank, of New York, begins suit
against Sioux City Street Railway Company for $42,000, to establish
validity of a claim against defendant which is now in receiver's hands.
MuscAi ine, Ia. — Muscatine electric Railway Company elects officers
as follows: President, Geo. W. Seevers; secretary and treasurer, H, W
Seevers. Board of directors, G. W. Seevers, H. W. Seevers, P. B.
Seevers, C. E. Lofland, W. P. Hawkins, all of Oskaloosa, la.
Des Moines, Ia. — The Des Moines Street Railway companies have
formally united as the Des Moines City Railway Company. The offic-
ers are as follows: J. S. Polk, president; G. M. Hippee, vice president;
E. M. Hunter, treasurer; G, H. Huttontocker, secretary; G. B. Hippee,
general manager. The capital stock of the new company is $3,000,000.
Kansas.
ToPEKA, Kan. — Edison electric light plant damaged to extent o
p 1 2,000 by fire. Dynamos lost.
Leavenworth, Kan. — It is possible that Elias Summerfield may be
appointed receiver of the Putnam lines. M. Summerfield, of Lawrence,
attorney for the Memphis people, asks that a receiver be appoii^ted.
(placet JXoiUay-j^ykW^
509
Kentucky.
Frankfort, K v.— The Capital Street Railway Compan;' will extend
their lines.
Louisville, K v.— Phil Helfrich has been appointed manager of the
Highlands Electric road, of New Albany.
Louisiana.
Shrevei'ort, La. — The Shreveport Electric Railway, Land &
Improvement Company has been seized on judgment for $1,600. It is
thought the complications can be arranged.
Massachusetts.
Lowell, Mass.— Hereafter the Lowell & Suburban Company will
do its own lighting. A new safety fender is on trial.
Provincktown, Mass. — Authority granted Isaac N. Fellows, of
Natick, to build electric line along highways of the town.
Lowell, Mass. — Gardner P. Wells, of the General Electric Com-
pany, assumes duties as superintendent of the Lowell & Suburban, Vice
Philip Begley, resigned.
Hyde Park, Mass. — The Suburban Street Railway has bought large
part of Ballard estate, and will erect shops and barns. All contract will
be closed soon. Power will be rented temporarily.
Malden, Mass. — J. E. Sewall, superintendent of the Lynn & Boston
Railway, and General Manager E. C. Foster, of the East Middlesex
road, meet to discuss equipment of the road with electricity. Resolved to
put on electric cars within four months.
Maryland.
Baltimore, Md. — The Southern Electric Company voluntarily
assigned, July 23. J. Frank Morton is president. Assets estimated at
$160,000, and liabilities at $100,000. Company protects all creditors by
deed of trust to M. N. Packard for $300,000.
Frederick, Md. — Hughes & Rigby, of Baltimore, agents for Sie-
mens & Halske, have gained part of contract for equipment of the
Frederick-Middlttown Electric Railway. Sprague, Duncan & Hutchin-
son, of Baltimore, are the engineers. Work to be pushed at once.
Cumberland, Md. — The Cumberland Electric Railway elects J, G.
B. Roberts additional to the board of directors and the following officers :
Geo. L. Wellington, president ; Lloyd Lowndes, vice-president; J. H.
Holzshu, secretary and treasurer, and W. Wilner Roberts, Jr., superin-
tendent and manager.
Baltimore, Md. — Active electric railroading is on the boom in Mary-
land. The Baltimore, Middle River & Sparrows' Point Railroad Com-
pany has been incorporated at $400,000, by B. Gatch, Levin F. Morris,
Frank W. Tritnple, Jolin J. Forrester, Jas. Sloan Hoskins, and George
R. Willis. The company has asked permission of the county commis-
sioners to lay the tracks over several important suburban and city-limit
routes.
Michigfan.
Saoinaw, Mich. — Employes arrange as branch of Brotherhood of
Street Railway Employes, with sixty-nine members. J. Kline, president.
Detroit, Mich. — .Street railway employes elect A. Dill, of the Fort
Wayne & Belle Isle, president, and D. Dilworth traveling delegate. M.
G. Moore is secretary.
Mt. Clemens, Mich.— Rcilley, Huebner & Erskine have secured a
franchise for a line from Mt. Clemens to Detroit on the Gratiot road.
The conditions are very stringent.
Detroit, Mich.— Citizens' Street Railway Company makes offer:
Rapid transit, workingmcn's tickets, transfers, and five-cent fare«; city
may purchase at six months' notice; controller may have access to
books; surplus profit 10 go into a sinking fund.
Minnesota.
DuLUTH, Minn. — City council instructs city attorney to attack fran-
chises of Dululh Street Railway Company to compel issuance of trans-
fers.
Stillwater, Minn.— J. C. Nethaway, attorney for Allen Curtis,
tiles complaint to foreclose mortgage on Stillwater Street Railway.
Mortgage is for $60,000.
St. Paul, Minn. — Assembleyman Reardon introduced order to com-
pel the Street Railway Company to put in a line to Wacouta street.
The council will probably not try to compel the company to extend its
loops.
Stillwater, Minn. — W. C. Masterman is appointed receiver of the
Stillwater Street Railway Company. Supt. Howitt was appointed
receiver a year ago, and now Masterman joins him for the St. Louis Car
Company interests. Citizens think the line will soon come under the
hammer.
Missouri.
St. Louis, Mo T. C. White & Company, electric specialty dealers,
fail.
St. Louis, Mo. — The Northern Central has begun operatiou by
electricity.
St. Louis, Mo. — The formal combination of the Union Depot, the
Mound City, and the Benton- Bellefontaine lines is made. It represents
$4,000,000 stock.
St. Louis, Mo.— The Edison Illuminating Company increases capital
stock from $350,000 to $4,000,000, with assets at $1,000,000 and liabili-
ties at $900,000.
Kansas City, Mo. — West Side Street Railway Company is nego-
tiating the purchase of the Amourdale Electric with the Kansas City
L. The line will extend to the stock yards.
St. Joseph, Mo. — Deed filed conveying Peoples' Street Railway from
Master in Chancery to St. Joseph Traction & Lighting Company. New
company will issue $1,100,000, in 5 per cent gold ten-year bonds, and
placed mortgage with the Central Trust Company, of New York, to
that effect.
St. Louis, Mo, — The St. Louis & Kirkwood Electric Railway
applies for charter. Capital, $100,000; directors. Dr. John Pittman,
Geo.. D.Edwards and Geo. W. Taussig, of Kirkwood; Jeremiah Fruin,
of St. Louis, and J. D. Housman, Sr., of Windsor Springs. The com-
pany will operate a line from Forest Park to Meramec Highlands. A
city connection is said to be already made.
Mississippi.
Meridian, Miss. — Edison Electric Light & Power Company has
charter extended to cover operation of electric railway line.
Meridian, Miss. — A deal is nearly complete to consolidate the
Electric Light & Power Company and the Meridian Railway Company.
Montana.
Hele.na, Mont. — Attachment on Helena Electric Railway ha« been
released by the Cruse Bank, as the $20,000 note has been paid.
New Jersey.
Newark, N. J. — The ordinances giving franchises to the Consolidated
Traction Company have been passed over tiic veto of the mayor.
Newark, N. J, — Ten routes have been voted to the Consolidated
Traction Company. A protest by citizens was unheeded by the board
of works.
Newark, N.J. — Suburban Traction Company files mortgage for
$1,500,000 to American Trust Company, securing issue of 5 per cent
thirty -year bonds; $So,ooo to be put on market immediately.
510
(^ tCect J\aiWiiy- j^y^
Jersey City, N.J. — Steven B. Dod, president of the North Hudson
County Railway Company, resigns, and Miles Tierney, of New York,
is elected his successor. Failing health is Mr. Dod's reason for resigning.
Jersey City, N. J. — Chas. B. Thurston offered his resignation as
president of the Jersey City A; Bergen and the Newark Plank Road
companies, which was not accepted. David Young was elected vice-
president.
Camden, N. J. — Camden Horse Railway Company gains victory
over West Jersey Traction Company, Vice-chancellor Pitney refusing
to grant injunction against former corporation against laying track on
certain streets in Camden.
Trenton, N. J. — Judge Green dismisses injunction suit of the
Newark Accumulator Company against the Consolidated Storage Com-
pany of Camden. This dismissal practically holds patents on the Faure
battery as expired. This decision implies that the patent on storage bat-
tery has expired throughout the world.
Paterson, N. J. — Paterson & Little Falls, the Grand Street and the
Peoples' Park Railway consolidate, to be known as the Paterson &
Little Falls Consolidated, at $250,000 capital; $50,000 of which will be
used for improvements. Officers are: President, F. C. VanDyke; vice-
president, C. A.Johnson, of Brooklyn; secretary, John J. Scanlon.
Newark, N.J. — Newark Passenger Railway Company elects new
board of directors: A. Q. Keasbey, Thos. J. Wilson John R. Hardin, E.
J. Moore, and William Ripley, et al. Thos. J. Wilson was elected pres-
ident, in place of Thos. C. Barr, and E. C. Clay was elected secretary
and treasurer. All Newark lines will be immediately electrified, and
two roads to Jersey City will be built.
Plainfielij, N. J. — A new syndicate, composed of General Manager
Jacob L. Stadelman, of Bale, Pa.; Secretary John N. Bethel, of Phila.
delphia; Chas. E. W. Smith, of Morristown, treasurer. Directors: A.
D. Thompson, Plainfield; Lewis C. Manns, of Philadelphia; R. F.Hill,
New York, and William N. Mills, Boston, have organized to build a
road north and south to connect existing electric lines and steam road
systems, to form a great suburban system. Forty miles of new road will
be built.
New York.
Rochester, N. Y. — Windsor Beach line opens for business July 19.
Ira W. Ludington is superintendant.
Albany, N. Y. — -Albany Street Railway increases capital stock to
$4,500,000, and will build a belt line, improve roadbed, and add to pres-
ent equipment.
BiNGHAMPTON, N. Y. — Geo. K. Ridgeway has accepted superinteu'
dency of the Hornellsville Street RailwayCompany and begins at once
in his new position,
HoosiCK Falls, N. Y.— Chas. B. Storey, of the Falls Railway Com-
pany, has ordered generators, ties and poles. Work will begin as soon
as sewers along route are completed.
Grand Island, N. Y. — Organized: The Grand Island Electric Belt
Line Company; capital, $24,000. Directors: John D. Scanlon, Syra.
cuse; Fred.T. Gates, Medina; Frank B. Gibbs, Buffalo, and others.
Glens Falls, N. Y.— Glens Falls, Sandy Hill & Ft. Edwards
Street Railway elects J. M. Coolidge president; Loren Allen, vice-
president; B. B. Fowler, secretary and treasurer. Extension will be
made to South Glens Falls.
Buffalo, N. Y. — At the meeting of creditors of the John T. Noye
Manufacturing Company, the committee after examination of accounts
reports that the assets ougfit to realize a sum far in excess of existing
indebtedness, and that the appointment of a receiver is not advisable.
Creditors are advised and urged not to institute proceedings for recovery,
as in that event officers of company will make immediate action for
receiver in prder that no one be given any preference. Committee is
satisfied the best interests of all will be fully protected by allowing the
company to reorganize, arrangements for which are being pushed.
New York City. — Extensive plans for Columbus & Lexington
Avenues Cable road are made by Contractor John D. Crimmins. New
power houses will be erected along tlie route of the new lines. Two
other new roads are projected by the Metropolitan.
New York City. — Alfred C. Coxe, U. S. circuit judge, decides that
the American Cable Railway Company has entire right to the combined
support or carrying pulley in the United States and can recover dam
ages for infringements in the past. This effects the Brooklyn bridge
cable.
New York City. — President H. H. Vreeland, of the Metropolitan,
has begun the scheme to consolidate all the New York roads with the
syndicate lines. At a meeting of the stockholders of the different roads
the same officers were elected as follows: President, H. H. Vreeland;
vice-president, D. B. Hasbrouck; secretary, C. E. Warren; treasurer,
Hans S. BeatLie, and auditor, W. J. Ramsey.
Ohio.
Columbus, O — The Crosstown Street Railway, it is stated, will not
accept the franchise granted it by the city.
Cincinnati, O. — Cincinnati Street Railway Company reelects old
board of directors and executive officers.
Lima, O. — W. H.Thompson, of this place, is negotiating quietly for
an extension of the electric into Huntington.
Cincinnati, O. — Line of electric railway from Oakley to Madison-
ville is to be rapidly and vigorously pushed.
Portsmouth, O. — Mr. Whiteley, the Springfield contractor, is on the
grounds with a large force of men. Work will be pushed now to the
end.
Cleveland, O. — Russell-Scofield Street Railway grants not passed
by city council. The company will make another vigorous effort to get
franchise.
Youngstown, O. — A proposition is made by the Pittsburg capitalists
of the Lantermans' Fall road and the Youngstown & Canfield corpora-
tion to combine.
Warren, O. — The county commissioners grant rights to the Warren-
Sharon Electric road. A bond of $25,000 must be given, and work
must begin not later than Aug. i, 1S94.
CoLUMbus, O. — Tracks of the West Broad Street Electric connected
with those of the Columbus Street Railway, and the Broad street lines
will be operated by tlie Columbus Company.
Youngstown, O. — H. H. Hamilton and Morgan Evans, together with
the Pittsburg Land Company, will push a street railway and land deal.
A large lot of land has been bought and will be platted and sold as soon
as the street railway is built. Operations to begin at once.
Green Springs, O. — Proposals will be received by J. B. Maule,
village clerk, until August 14, for construction and operation of street
railway route No. i in Green Spring. This is the Tiffin, Green Spring
& Clyde Electric Street Railway Light & Power Company scheme.
Cincinnati, O — The Cincinnati, Oakley k. Madison Avenue Elec-
tric Railway is opposed by the Consolidated. When the county com-
missioners were asked for a franchise the Consolidated alleged that the
road was to be turned over to the Mt. Adams & Eden Park Company.
Columbus, O. — Columbus & Westerville Electric Railway Company
is succeeded by the Columbus Central Railway Company. Road is now
guaranteed to be built soon. Colonel Moses H. Neil, of Columbus, was
elected president of the new company and J. F. Barry, of New York,
secretary. The local representatives will be, T. A. Simonds, G. W.
Meeker, Dr. F, H. Houton and F. W. Merrick. The road will probably
meet some opposition yet.
Pennsylvania.
Johnstown, Pa. — ^Johnstown Passenger railway will extend through
Daleborough, giving a long new line.
Du Bois, Pa. — C. E. Bostwick resigns superintendency, and is suc-
ceeded by M. D. Wayman, of Ford City.
(^ltectj\ml*v'wli\eyic^
511
Carlisle, Pa — O. H. Ormsbv and S. R. Ickes, of Altoona are here
looking up right of way for new lines to connect several villages.
Washington, Pa. — Stockholders of the electric railway meet and
raise $4,000 of the $20,000 needed to take the road out of receiver's
hands.
Pittsburg, Pa. --The council has passed an ordinance that has been
approved by the mayor compelling street railways to use safety fenders
of approved pattern.
Pittsburg, Pa.— Crafton council gives right of way and makes
definite arrangements for line and transfer with the West End Passen-
ger Railway Company.
Philadelphia, Pa. — Electric Traction Company will at once proceed
to electrify lines of the old Tenth & Eleventh streets passenger, and
the Second & Third street lines.
PiTrSBURG, Pa. — The Manchester Traction Company asks per-
mission to extend 500 feet, and also petitions for right looperate old Tran-
verse road by electricity instead of horses.
Pittsburg, Pa. — Pittsburg & Suburban Rapid Transit Company
decides to increase capital from $160,000 to ^300,000. A few more cars
are also ordered. The road is to be double tracked.
I Pittsburg, Pa. — The Central Traction Company (union of the Pitts-
burg & Duquesne Traction companies) has obtained franchises for short
line to East End. A transfer system will be inaugurated.
Wilkes-Barre, Pa. — Chas. F. King & Company have begun
work on tlie electric railway for the mine of Coke Bros, & Com-
pany. They will also figure on electric power for pumps, ventilation
and other machinery.
Altoona, Pa. — O. H. Oriusby, of this city, and Dr. S. R. Ickis, of
Pittsburg, are chief movers in the Cumberland Valley Electric Railway
Company, which will build from Carlisle to Mount Holley and several
other neighboring villages.
Rhode Island.
Newport, R I. — Superintendent Brown, of the street railway
resigns and several changes in management are rumored.
Providence, R. I. — The Pawtuxet Valley Electric Railway will be
owned almost entirely and controlled by the United States Traction
Company, of New York. The olBcers elected were: President, N. W.
Aldrich; vice-president, Henry L. Green; secretary, H. V. A. Joslin;
treasurer, Cyril A. Babcock.
Tennessee.
Memphis, Tenn. — A bonus of $1,500 is raised, and now F. G. Jones
promises an extension of the electric to Avondale.
McMinnville, Tenn. — Chartered: The McMinnville & Smithville
Electric Railway; incorporators, W. G. Crowley, J. L. Calvert, A. B.
Hooper, Z P. Lee, 3. M. Webb, T. B. Potter, and others.
Memphis, Tenn. — The Johnson avenue extension will be finished in
about thirty days, and more will follow when monev is easier. The
Dummy line purchase by Citizens' Company is denied by both parties.
Memphis, Tenn —Citizens' Street Railway has closed the deal for
the ownership of the Suburban Electric Railway. This adds five miles
to the system. Consideration, $50,000, and assumption of !f;S5,ooo
indebtedness.
Knoxville, Tenn —Charles J. Pogue is in Ohio collecting $250,000,
which he will use in electric railway enterprise here. Right of way is
secured, and a mite track will be built at the terminus. The road is now
regarded an a '-sure thing.''
Winchester, Tens.- J. W. Hudson, president of the Winchester
Electric Railway, is ready to let contract for cedar piling from fifty feet
long and ten inches diameter down to fence posts. Bids wanted on oak
as well as cedar. Colonel Hudson will select cars in St. Louis. Other
equipment will be let there also.
Texas.
Dallas, Tex. — The Dallas Electric Company files resolution to
increase capital stock to $600,000 from $400,000.
Fort Worth, Tex. — The Fort Worth-Dallas electric line is said to
be well backed and that equipment is now being bought. Some wise-
acres say, however, that the right of way will be used for a steam line
which wants admittance to Fort Worth.
Virginia.
Alexandria, Va. — The Spear electric railway and real estate enter-
prises are now abandoned because of stringency in money market.
Washington,
Tacoma, Wash. — Court has given rolling stock of the Tacoma &
Puyallup electric to employes to sell to apply on wages. Road will cease
operations for the present, at least.
.Seattle, Wash. — Seattle City Railway Company elects officers as
follows: President, J. M. Wilmans; vice president, F. W. Wilmans; sec-
retary and manager, O. S. Buckbee.
Spokane, Wash. — Jas. A. Clark has been awarded contract by the
Washington Water Power Company for the proposed extension of the
Arlington Heights Railway to Hillyard.
Palouse, Wash. — S. Z. Mitchell, Portland, president Palouse Elec-
tric Company, and Manager B. J. Mahlum, will make extra efforts to
increase the use of electricitv and extend service.
Seattle, Wash — Guy C Phinney asks a franchise over certain
streets and avenues from Yester avenue and Fouilh to Woodland Park
on Green Lake for an electric. City council grants same. Work will
begin next winter.
Seattle, Wash. — Seattle City Railway, known as the Yesler avenue
line, is sold by J. M. Wilmans, S- C. Wilmans, and F. W Wilmans, to
a syndicate represented bv Fred. E. Sanders. The new men as trustees
are, *F. E. Sanders, L. D. Bruns, N. B. Sanders, J. W. George, S. Bryant
J. W. Hall, and J. K. Hall. F. E. Sanders is now in San Francisco on
business connected with the-road, but eastern money is in the deal. O.
S. Buckbee, general manager, retired August i.
Wisconsin.
Milwaukee, Wis — Milwaukee Electric Street Railway organized
out of the Hinsey line recently sold. New company has $300,000 capi-
tal stock and incorporated by Chas. Pfister, Chas. Landsee and Chas.
Quarles. Road may be either sold or operated.
Custer*s Last Battlefield.
A visit to this spot, which is now a National Cemetery,
is extremely interesting. Here, seventeen years ago,
General Custer and five companies of the
Seventh U. S. Cavalry, numbering over
200 officers and men, were cut to pieces by
the Sioux Indians and allied tribes under
Sitting Bull. The battlefield, the valley of
the Litttle Big Horn, located some forty odd miles south
of Custer, Montana, a station on the Northern Pacific
Railroad, can be easily reached by stage. If you will
write Chas. F. Fee, St. Paul, Minnesota, inclosing four
cents in postage, he will send you a handsomely illus-
trated 100 page book, free of charge, in which you will
find a graphic account of the sad catastrophe which over-
took the brave Custer and his followers in the valley, of
the Little Big Horn, in June, '76.
512
(^l^cet J\£uUv^ j^vicW*
PATENT OFFICE GOSSIP.
THE management of the patent ortice has deservedly been given
a tliorough roasting by the technical papers during the past
month. The office is now over a month behind with its issues.
The giving oC the engraving work into inexperienced hands is
claimed to be the cause of the delaj.
No. 500,825.
The compound rail, No. 500,825, appears lobe a not altogether imprac-
tical form, and one that might help the rail joint question.
No. 500,903.
The cable crossing and releasing device. No. 500,903, has the grip
released by the advance wheels as shown.
No. 500,953.
We publish as a curiosity the illustration of the conduit railway, No.
500,953, in which the entire running gear is placed underground.
No. 501,028.
The track cleaner, No. 501,028, works on the principle of the blower.
The snow is taken up by the scoop and thrown back by a wheel having
inclined blades like a windmill and then is taken by a bucket-wheel.
The peculiarity of the brush for street
sweepers, No. 500,906, is that some of the
steel broom strips are flatwise and some
edgewise. See illustration.
No. 500,904.
STREET RAILWAY PATENTS.
ISSUED JULY 4, 1S93.
Deflector and ventilator for passenger cars, Charles E. Berry,
Cambridge, Mass Soo,555
Equalizing device for cars, John Gosney, Wilmington, Del.,
assignor to John A. Brill, Philadelphia 500,573
Rail chair, Michael Maloney, Ironton, 0 500.589
Railroad-rail, Ernest R. Esmond, New York, N. Y 500,688
Railroad crossing, Henry Elliott, St. Loviis, Mo 500,706
Compound railway- rail, John C. Telfer, Kansas City, Mo 500,8^5
Cable releasing device and crossing, Adam Jeffreys, San Fran-
cisco 500,903
Brush for street sweepers, John Jones and Alexander Gillies,
Toronto, Can 500,906
Street car, Jas. Marshall, Toronto, Can 500,924
Transfer table for railways, Arthur J. Moxham, Johnstown, Pa_50O,929
Railroad rail chair, Arthur J. Moxham, Johnstown, Pa 500,931
Conduit railway insulator, Geo. E. Noyes, Washington Grove,
Md 500,937
Electric railway system, Frederick S. Perrin, Lynn, Mass -5oo,943
Overhead electric railway, John C. Henry, Westfield, N. J 501,009
Track cleaner, Geo. W. Ruggles, Charlotte, N. Y 501,028
ISSUED JULY II, 1893.
Joint for railway rails, John C. Pennie, Washington, D. C,
administrator of Julius Schmidt, deceased 501,159
Electric circuit closing device, William Sears, Boston, Mass 501,258
Fender for electric cable or other similar cars, William J. Nunn,
Hyde Park, Mass 501,294
Street Sweeper, Thomas C. Myers, Cleveland,0. 501,352
Street Sweeper, Thomas C. Myers, Cleveland, 0 50i,353
Cable grip, Robert A. McLellan, Portland, Ore., assignor one-
half to Franklin L. Fuller, same place 501,467
Trolley wire hanger, AlexanderW. Meston, St. Louis, Mo 501,481
A Few Facts Concerning the Big Four Route to
the World's Fair.
"Isn't one man as good as another.'" asked an orator in the course of
a stump speech, and a voice in the crowd replied, "Yes, and a blamed
sight better!''
Now, it is a good deal the same with the Big Four Route to Chicago;
it is a "blamed sight better" than any other line. Why.' In the first
place the train service, equipment and road bed are unequaled by any
railroad in the country; in the second place, the Sleeping Cars, Parlor
Cars and Day Coaches are the finest specimens of the car builder's art
that ever ran on wheels; in the third place (now read this carefully), all
trains of the Big Four Route enter Chicago along the Lake Front, stop-
ping at Midway Plaisance, the Main Entrance to the World's Fair
Grounds, 6oth St., Hyde Park, 39th St., 22nd St., 12th St., and land pass-
engers and baggage convenient to all the World's Fair Hotels and Board-
ing Houses, as well as the down-town Hostelries. Think what this
means! You are landed with your baggage within a few minutes walk
of your stopping place, avoiding the long tiresome transferacross the city
necessary via other lines. All ticket agents throughout the country ara
supplied with Big Four tickets, and if you wish to enjoy the Fair to the
fullest possible extent ask for tickets via Big Four Route. For further
information address D. B. Martin, General Passenger Agent, Cincin-
nati.
If any of our readers have an extra copy of Index to Volume I,
(for the year 1S91) please advise us. Also copies March, 1893.
(^tiectlF^aiWay-j^ylcW'
513
BURSTING OF A FLY WHEEL.
WITHIN the past month a peculiar accident
occured at the central station of the Mem-
phis Light and Power company, in the burst-
ing of a flywheel which was also the driving pulley. The
wheel was ii feet diameter; 50 inch face, and weighed
about 15,000 pounds. It was built in halves, had two
sets of arms, eight on each side. The shaft was 8 feet
6 inches between the cranks, and the diameter of the
journals was 8 inches, number of revolutions of the engine
per minute in service was 152. The fragments of the
broken wheel flew in the direction of the travel of the wheel,
front and rear, going in a direct line, except where deflect-
ed by striking some object in its path. One large piece,
weighing several hundred pounds went to the rear and
passed through a 12 inch brick wall between the engine
roomand the boiler room. Three large pieces went
END VIEW OF WRECKED WHEEL.
through the roof, one of them carrying about 20 feet of belt-
ing with it, and all three were found lying on the roof after
the accident, while the ends' of the belt hung into the
engine room from the hole in the roof. Another piece
going through the roof fell into a lot across the street.
What must have been a portion of the wheel went to the
front and knocked out a hole about 5 by 6 feet in a 20
inch brick wall between the engine room and shaft room,
and completely demolished a belt tightener with a 50 inch
face, under which the belt from this engine passed on the
shaft room side. Some of the flying pieces cracked two
pulleys on the line of shafting, but there was no damage
of any consequence, done to the engines, and beyond the
loss of the wheel and the belt tightener, the damage was
principally confined to injury to the building from the
broken portion of the wheel. The wheel was driven by
two compound condensing engines of 225-horse-power
each, one being coupled on each side. It was very evi-
dent the belt did not part until the wheel burst, and it is
believed the restraining influence of the double .}8-inch
leather belt prevented greater damage than occurred.
One of the engines had been overhauled but has already
been run several times without load and worked nor-
mally, and the engineer desired to give a final trial, to see
if the bearings heated before putting her into service for
the night. He stood between the two, with a hand on
each throttle, and had just given the order to his assistant
to be ready to clutch in on the engine he had in hand,
1 * mTa
H' • ^-^^
nq
1 t r \
1^ Xi.. i^^^
h f\^
L K- ^I5r Tnf fSf ^* I
ms^
1 B^^^ri
^^K^flj-JR
W/M
Sy
■r^^^ ^^
M^^ff
i3
SIDE VIEW OF WRECKED WHEEL.
when he should give the signal. The load was not put
on for the signal was not given, as the engineer was
instantly killed by the flying fragments of the wheel
whic'i burst a few moments later. A most careful
investigation by competent experts utterly failed to dis-
cover any reasonable cause which could have occasioned
the accident. Our illustrations are from photographs
taken by the Rf.view artist the morning after the acci-
dent and show how complete was the wreck of the
wheel. The event seems properly classed among many
singular and inexplicable accidents in which blame can-
not be justly placed on anyone and which human fore-
sight seems incapable of anticipating and preventing.
ONE OF THE OLD FAMILIES.
THE press sometimes recognizes progress. The
Chester, Pa., News, gives the following paragraph
in relation to the kicker:
"It's funny," said an old resident" that there should
have been such opposition to the electric railway. Suppose
we went back to horse cars! Why, the people who kicked
the hardest would growl themselves hoarse. Yet it has
ever been so. People kicked when the stationary steam
engine was introduced, they kicked when the locomotive
came, and the same family of growlers will have their
descendants here to oppose every other onward step."
514
<^kcet j\ailw^ J^ylW*
FOREIGN FACTS.
Thp:re is said to be a dearth of good draughtsmen in
India.
The council of Cork has given consent to the use of
overhead construction.
That wonderful aggregation, the Heilman locomotive,
is still being experimented with and commented on.
The Amir of Kabul has ordered a survey for a steam
tramway to bring stone from the hills five miles away.
Dick, Kerh & Ccmpany, London, have the contract
for the construction of the Greenock Corporation Tram-
ways.
The electric tramway at Remscheid was opened last
month. It is on the Thomson-Houston system and was
constructed by the Union Electricity Company, of Berlin.
It is owned by a company, half of the stock being taken
by the municipality.
The Glasgow Tramways & Omnibus Company car-
ried 26,147,666 passengers during the past half year,
with gross receipts of $600,000, an increase of $60,000
over the corresponding period for last year. The track-
age remains the same, 31.26 miles.
The Highgate-Hill cable road, London, has been
inspected by the board of trade committee and the line
will probably be opened soon. Some opposition of a local
board has delayed matters. It is understood that W. J.
Carruthers-Wain will associate himself with the line.
WRECK OF THE AUSTIN DAM.
An electric railway has recently been put in commis-
sion at Santa Fe de Bogata, Columbia, South America.
The telephone has again been beaten in England.
Electric traction is free to use a ground return, and a
metallic circuit is recommended to the telephone com-
panies.
Cape Town, South Africa, has lately put in service a
street car of the American pattern, seats and springs.
The local press is enthusiastic in its praise except for
the side seats.
Tramway matters are lively in Buda-Pesth. The com-
pany in that city carried in 1892, 14,000,000 passengers,
as against 8,500,000 in 1891; receipts increased nearly 50
per cent, and stand at 766,000 florins; a dividend of 7
per cent was paid, and 28,000 florins placed to reserve.
The remaining capital is 150, or 50 per cent premium.
BREAK IN THE AUSTIN DAM.
O
UR engraving, which is taken from the Engi-
neering News, shows the condition of the
recently broken dam at Austin, Texas. The
break was caused by the water leaking into a crevice in
a stratum of rock on which the headgates rested. An
excavation for a canal at a point 100 feet above the gates
came very near the crevice, and finally the water found
its way into it, enlarging the crack into a soft stratum of
rock. It was intended to use the dam when completed
for general power purposes, including the electric rail-
way. Some attempt is being made at present to repair
it by building a coffer dam. The work is under the care
of the city of Austin, and the loss entailed reaches away
up in the thousands. The accident is attributed to a
change in plans growing out of a change in engineers.
As originally planned the disaster would not have been
possible.
(^ticd/li\aUwiti^j^yle\/
515
COST OF POWER ON THE CEDAR RAPIDS
AND MARION CITY RAILWAY.
HOLBROOK.
IT is very seldom that reliable tests are made on any
but the largest power plants, and it is therefere with
special pleasure that we are able to present some
Sgures on the performance of the station at Cedar
Rapids, Iowa. The figures are the result of several
Tionths' observation, bj- the chief engineer, R. B. Hol-
brook, formerly of Chi-
cago, and known to the
engineering profession as
the "slide rule crank," a
title of which he is,rightly,
not in the least ashamed.
That the results are reli-
able, all who are acquaint-
ed with Mr. Holbrook and
the painstaking character
of his work will feel sure.
If there are any doubters
a trip to Cedar Rapids and
in investigation into the methods will remove all skeptic-
sm. The station is equipped with one 22x42 and two
:4xi4 Reynolds-Corliss engines, each having a con-
ienser and heater; three return tubular boilers 5x16 feet
vith forty-four 4 inch flues each : one 300 kilowatt and
wo 80 kilowatt Thomson-Houston multipolar gener-
tors. The large engine and generator which are direct
)elted are the ones generally used.
There were operated during the test on August 3,
wo 34-foot double truck inter-urban cars weighing
0,000 pounds each, equipped with two W.-P. 50
r.-H. motors each: one express car weighing 12,000
lounds with the same equipment, and eight 16-foot
ars weighing 9,800 pounds each, equipped with one
l.-R., G., T.-H. motor. The three heavy cars run six
niles from the power house over grades of 5}^ per cent,
rhe running time for the six miles is 28 minutes, and this
ncludes numerous stops. There are also grades on all
be other lines.
For several months Mr. Holbrook has been at work
letermining the performance of the plant. The results
vere so surprisingly low for so small a station that great
are was used in checking up, to be sure that the figures
vere reliable. Now, however, after so many days' tests
is thought that there is no doubt as to the accuracy of
le results.
During the month of June the plant burned, according
) the shippers' weights (which are certainly not too high)
51 tons of Iowa soft coal slack (or screenings), costing
o cents a ton. The car mileage for the month was
8,812 or 256 car miles per ton of coal, making the cost
er car mile ■j'j'j cents. Mr. Holbrook gives as his
pinion that with six or eight more sixteen foot cars in
;rvice this figure could be lowered considerably. An
verage day's run may be seen from the figures of a test
Lugu8t3, 1893.
Duration of test (fires banked 6 hours) 24 hours
Average steam pressure _ i 65 pounds
Average teinperature of feed water , 130=
Pounds of coal burned .... 9,600
Pounds of combustible , ..7,680
Per cent of ash and clinker 20 per cent
Total water evaporated at temperature of feed 44.500
Water evaporated per pound of coal, actual conditions 46 pounds
Water evaporated per pound of coal from and at 212° 5.15
Water evaporated per pound of combustible actual conditions.5. 8 pounds
Water evaporated per pound of combustible from and 2.12° 6.4
Total car miles during test ^j3'5
Miles run per ton of coal.. 275
Cost of fuel per car mile _ _ f 0.0033
Even considering the fact that the soft coal slack
burned is a very cheap fuel, containing as much combus-
tible as Iowa lump coal, costing nearly twice as much,
this is a remarkable record, and it is to be doubted if anj'
of the larger roads can make a better showing. The re-
cord of the actual cost of fuel for a month's run divided
by the car mileage is certainly as reliable and practical a
basis of comparison as could be wished.
So far we have dealt only with the cost per car mile.
There are however a number of interesting and valua-
ble points for the steam engineer that were brought out
in connection with these long continued tests. When it
was first decided to determine the efficiency of the plant,
men were set to work taking simultaneous readings from
the ammeter and engine indicator. It was thought that in
this way the loss in engine and dynamo by friction, etc.,
could be determined. This method was found worthless
because no two readings give the same ratio between the
indicated horse-power and electrical horse-power. The
reason for this is that the fly wheel of the engine is at
some moments giving out energy and at others receiving
it. The following method was finally adopted for obtain-
ing horse-power readings. A pointer and scale were
attached to the engine governor. By taking several hun-
dred cards at different boiler pressures, this indicator has
been accurately caHbrated and several thousand indicator
readings taken at 10 second intervals. From these read-
ings the average horse-power for the hours between 7,
a. m. and 9, p. m. is found to be about 120. During
this period the water consumption is generally 36,000
pounds, or 21.5 pounds of water per indicated horse-pow-
er hour. This is for an engine developing an average
horse-power of less than one-half its rated capacity,
— nearly up to the record for this type of engine on a
steady load.
The device finally settled upon for measuring water is
here illustrated. Water meters were tried and found
unreliable and for continuous testing such as was done
here, weighing all the water was out of the question.
This device is simply a chamber in which the water is
kept at a definite head as shown by a glass guage at the
side, and allowed to escape through a certain sized vent.
The supply is from the overflow of the air pump. It was
found by actual trial what weight of water would run per
minute with a given head, and being once calibrated all
516
(^toectif^aiWay-j^ylcW*
that was necessary was to note the time of starting and
stopping the meter. The vent is a round hole cut in an
iron diaphragm. The water is discharged into a barrel
in which is the suction or the boiler feed-pumps. No
trouble is experienced in maintaining a constant head of
water, or in keeping the boiler supply running at the
same rate as the meter. With
a ^ inch orifice and 15 inch
head of water 5,760 pounds are
discharged per hour. A i-inch
orifice and 12-inch head dis-
charges about 6, 1 50 pounds and
with a 24 inch head about 8,000
pounds. The fomula for calcu-
lating is:
Velocity -per second— V head
in feet k 8.02 x -ds.
Having the velocity the num-
ber of cubic feet and hence
number of pounds flowing per second can be determined
from the size of the vent. The device is cheap and simple
yet about as reliable as any known plan for measuring
water.
It may be of interest to some to know the results run-
ning condensing as against non-condensing. It has been
proved in this plant that the saving by the use of conden-
sers is from 22 to 25 per cent in fuel.
It is found that the number of passengers carried from
day to day did not appreciably affect the coal consump-
tion or the average horse power, yet there was quite a
variation in the fuel and steam required on different days
with the same car mileage. This has been noticed on sev-
eral plants and would bear further investigation. It can
not always be accounted for by a wet track though this of
course covers some cases.
DELIBERATELY PLANNED ACCIDENTS.
0\WhTO6W
WATER MEASURING DEVICE.
ALUMINIUM TICKETS.
WE present herewith the first illustrations pub-
lished of the aluminium tickets now in use on
the Citizens' Street Railway of Kalamazoo,
Mich. The adult's tickets are sold at the rate of six for 25
cents, and the childrens' at 10 for 25 cents. They are
not sold by the company's employes, but are sold in quan-
tities by the store keepers, who handle them exclusively.
The aluminium is so light as to be easily distinguised from
silver. As soon as tickets are turned in they are sold
back to the storekeepers.
There was a young man of Eau Claire
Took a Ferris wheel ride through the air,
But the air growing thinner,
Unsettled his dinner;
To sav nothing at all of his hair.
A World's Fair Exhibitor Throws Himself in Front of a Cable
Train to Secure Accident Insurance —An Unusual Con-
fession of a not Unusual Scheme to Secure Money.
EARLY in 1S91 we published an article recount-
ing several incidents in illegitimate damage
claims which had come under our own personal
observation. It was then shown to what extent irrespon-
sible persons, aided by shyster lawyers, attempted to
bleed street railways for accidents which never had any
existence. The Tribune of this city publishes the con-
fession of a desperate young man who carried out
his intentions to defraud even to the extent of almost
losing his life. While his claims were directed against
insurance companies, his statement is none the less inter-
esting. He secured an accident policy for $20,000 in
May and made tlie first claim early in July. So numer-
ous were his accidents an agent investigated Mr. Hicks,
and the following is the result: —
Gentlemen ; The written statements I have made to jou and to other
insurance companies concerning my having been accidentally injured
are false, every one of them, as I have met with no accidental injury of
any sort or kind, at any time or place, and because I have been fairly
caught by your Chicago agent I offer this as an honest confession of my
dishonest intentions. My injuries were self-inflicted; the first was June
27, at Adams street and Michigan avenue, when and where I voluntarily
threw myself under a street car. I did it for the purpose of having the
said car pass over my left hand and wrist and so injure the same that it
would have to be amputated at that point, but miscalculating the time
and distance, the wheels of the car, notwithstanding the car was derailed
passed over the back of my hand without breaking a bone. What I
wanted from your company and the others whose policy I held, for I
knew what each provided, was the amount of money in one lump sum
for tlie loss of my hand.
My failures to bring about the disabled condition which was to secure
me the money I was after, determined me to make a second attempt to
beat the insurance companies, and so, during the next week, 1 resolved
to kill myself, and to do it in such a way as would surely cause the
belief that it was purely accidental. July 4 I bought a revolver, fully
determined to end my existence that night. I reasoned that if I could not
make a non-fatal injury benefit myself 1 might be able to make a fatal
injury benefit for my mother. At S o'clock p. m. I went to Groveland
Park for the one purpose of carrying out my plan, but at the last moment
my courage failed me. As my original idea of bj^nefiting myself came
to my mind again I shot myself through the left hand and then went to
Dr. McMichael's Sanitarium for treatment, which was also a part of my
scheme, every detail of which I went over fully. My object, from first
to last, was to raise m.oney, and I was perfectly willing to risk mv life or
limb to secure it. 1 succeeded in defrauding others and I did my best to
defraud you, but failed because your agent was too smart for me.
I was perfectly satisfied to part with it for that price, and I was dis.
gusled when I found the shot which I had put through my hand had not
hopelessly crushed it. I did all 1 could to induce the surgeon who
attended me to amputate it anyway. But the fates were against me and
I have failed in all my schemes ignobly. Now, please do not imagine
me a fool or insane or a man who has acted hastily, for I have an active
brain, a perfectly sound mind, and in conclusion let me say that I gave
many serious hours to the perfection of my scheme.
Robert Hicks.
In forwarding his report of the affair to the Eastern
office the Chicago agent writes :—
There has been some doubt in the minds of the public as tc whether a
man would deliberately commit an act or this kind and be in his right
mind. We beg leave to state that the person in question had an inter-
view with the writer a few hours before this statement was made, and it
would be impossible to meet with a more intelligent, courteous and affa-
^icetl'\aiWa^j\eyicW'
517
ble gentleman than Mr. Hicks. We submit this matter in the interest of
the business, as many honest people object to the close investigation of
accident claims. This may enlighten them to the necessity of it.
While cases where deliberate injury is planned and
practiced are numerous, it is seldom so complete a con-
fession is secured, and the article is worthy of preserva-
tion to use in a time of need when agricultural jurors
cannot believe such things possible. The young man has
settled with the company, and left town.
THE MOVING SIDEWALK.
OUR illustration of the moving sidewalk, presented
on this page, shows a portion of the loop at the
west end of the structure, with the peristyle
and Casino in the background. The crowd is not an aver-
age one, as usually there are many more coolness-seek-
ing mortals enjoying the breezes of Lake Michigan.
The sidewalk is now in permanent operation on the
pier and the results so far accomplished are in every way
and engineers is the fact of the small horse power required
to operate the system. The total weight of the train is
about 500 tons empty, and while loaded with 4,000 pass-
engers 800 tons. From indicators at the controlling sta-
tion it is seen that to move the entire affair but 105 elec-
trical horse-power are necessary.
Although the line is built upon the hollow pier, there is
not the least noise attending the running of the train,
although the curves are short. In fact, so silent is the
movement that but for the motion of the cars, which can
be seen, a person standing 25 feet away would be in total
ignorance of the existence of this novel means of locomo-
tion. From popular talk and judicious advertising, how-
ever, no one leaves the White City without at least one
trip on the moving sidewalk. The structure is substan-
tial and no repairs have been so far required.
Still another point of interest is the fact that on this
plant, for the first time in our knowledge, are placed two
continuous pieces of steel, without joint, each 4.300 feet
long, and that, owing to the mode of construction which
THE MOVING SIDEWALK IN OPERATION.
satisfactory to the management and the public at large.
The only disappointment experienced has been that the
power was not furnished by the Exposition Company at
the time agreed upon, namely, upon the fifteenth of April.
This occasioned a delay of nearly two months and the
road was not opened for traffic until July i.
Since that time the road has carried to date 200,000
passengers of both sexes and of all ages and conditions,
without accident or delay. Aged people and little chil-
dren and women as well as men quickly adjust them-
selves to the idea and, beyond a few shows of lingerie, no
casualties have occurred. Uniformed guards stationed
at the entrance gates tell the passengers simply that in
stepping on they must "step right foot first" and on leav-
ing the order is "step left foot first." This simple remin-
der is sufficient for the most nervous old lady that ever
came from Kokomo.
Another feature that astonishes visiting railway men
has been adopted, there is no difficulty experienced from
the expansion and contraction of these long pieces of
steel. This is certainly a point of interest to engineers
and metal workers.
On the whole, it must be said that on account of the
low fare, which is only five cents, and which permits the
passenger to remain in his seat as long as he pleases, the
moving sidewalk is one of the most popular attractions
on the grounds, as well as the most novel.
A. L. IDE & SON'S EXHIBIT AT THE FAIR.
THE well known firm of A. L. Ide & Son, of Spring-
field, 111., is well represented in Machinery Hall
power plant, by six engines. They range in size
from a baby i6-horse-power simple 6 by 6, to a 225-horse
power compound, measuring 13 by 16-inch stroke. The
small engine is direct coupled to a 150 light machine"
518
(^hwd/j{aii\^u^w^
While the 224-horse-power is the pride of the plant, hav-
ing a record of a continuous run of 740 hours, from
March 28, and in this time making 10,800,000 revolu-
tions without shut down. We represent this engine in
our engraving with the card attached which vouches for
the magnificent work performed. Besides these a 175-
horse-power simple engine, 16 by 16 inches, and a 70
horse-power simple engine in the boiler room, complete
this display. A novelty in the form of a model Ideal has
been lately installed. It was bailt by the Springfield
watch factory and is to run by compressed air. It is a
beautiful piece of mechanism. The patent Ideal power
transmitter is shown in connection with the exhibit which
consists of running the belt over two pulleys between
which the band wheel runs. The advantages claimed for
this style of transmission are that it economizes space and
facilitates stopping and starting the load on either side
without stopping the engine.
The principal claims for the Ideal engines are: auto-
TUNIS BRUCE GRIFFITH.
THE recent death of Tunis B. Griffith, manager of
the Hamilton Street Railway, of Hamilton, Canada,
removes from the Dominion railway circles one of
its most esteemed members.
Mr. Griffith was born in 1854,
in Norfork county, Ontario.
His father was a railroad man
on the Great Western line, and
after a thorough education at
the University of Michigan,
Mr. Griffith went into the same
line of work as telegraph oper-
ator. Here his ability soon
won a ticket agenc}' at Hamil-
ton. During the Manitoba
boom and the Centennial year,
Mr. Griffith acquired considerable money, which laid the
THE LATE T. B. GRIFFITH
IDE'S WORLD'S FAIR ENGINE.
matic lubrication, by a method that is regarded by the
engine builders as perfect: the connecting rods are of
steel and tested to si.x times the working load before use
in the engines; the new form of crosshead is a steel cru-
cible casting with phosphor bronze slides attached at top
and bottom. These are considered special details. The
main shafts are of hammered open hearth steel, the
cylinders of close grained charcoal iron and all other parts
are made of the most adaptable material, by experienced
workmen, under careful supervision.
The Ideal governor is of special design and close regu-
lation and is justly a matter of considerable pride to the
manufacturers. The engines at the Exposition are doing
splendid steady duty and should be carefully studied.
foundation of his fortune, which his sagacity and unre-
mitting industry has built up.
In 1885 Mr. Griffith and his brother bought a controll-
ing interest in the Hamilton Street Railway Company,
which was at that time in the most miserable condition of
bobtail destitution, without any particular prospects for
,the present magnificent patronage. Mr. Griffith set
about the organization of a company and the establish-
ment of a modern road, to which the citizens of Hamilton
owe much comfort, and the appreciation of which is fully
proved by its thriving condition. The recent renewal of
the company's charter and the conversion of the road to
electric traction are but incidents in the career of the
Hamilton, road due to his energy and public spirit.
(^kc«t ti\aiUiiy* J^VlW*
)19
A TROLLEY POLKA.
THE events which attended the fight for francliise
of the electric lines of the New Orleans & Car-
rollton road, shared little of that rapidity of action
which characterizes things electrical. The franchise
which was finally granted, to replace mules with motors,
was secured only after many hard fought battles, begin-
ning in 1 888 and kept up persistently until victory was
secured. In this a citizens' organization played an active
and important part, and as fast as one petition was refused
by the city council, another was presented forthwith. The
officers of the compan}^ of course, held a prominent place
in the efforts made, and were several times assisted by O.
T. Crosby, himself a southerner by birth and who married
a New Orleans lady — who addressed the city council on
behalf of the road. Finally, as previously related in full
in the Review, the road was opened and has proved a
great success. A New Orleans composer, who has
alread}- achieved an enviable reputation, has just cele-
brated the event b}' writing *• A Trolley Polka," dedicated
to Superintendent C. V. Haile and the gentlemen promi-
nently connected with the various citizens' committees
already mentioned. The piece is proving as great a suc-
cess in its way as the electric road itself and is becoming
as pdpular. By kind permission of the author, Paul
Tulane Wayne, of 127 Canal street. New Orleans, we
are permitted to present the music in reduced size to our
readers. The citizens now propose to give a grand elec-
tric ball, in which the author will lead the orchestra and
the first number will be the
TROLLEY POLKA."
Paul Tulane Wayne
AlU-g
Tempo di Polka.
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An interesting paper was read August 3, before the
World's Fair Engineering Congress, by Robert Gillham,
of Kansas City, on the " Transmission of Power in
Operating Cable Railways."
520
(^kcctj\mWxiy-9\e|^^
ECHOES FROM THE TRADE.
The first street car has been turned out of the C. D.
Morse shops, Millbury — a suburb of Worcester, Mass.
R. E. Rust, receiver of the National Electric Manu-
facturing Company, Eau Claire, Wis., will sell the plant
at auction on September 4.
The Bodifield Belting Company, Cleveland, has
gone into a receiver's hands. Assets, $60,000; liabilities,
$36,000. C. T. Bodifield, receiver.
The Benedict & Burnham Manufacturing Com-
pany, of New York, call particular attention to their solid
one piece rail bond, advertised among their specialties.
The New York Exhaust & Blow Pipe Company,
of New York, has just been granted patents on a new
exhaust head, for which several claims of excellence are
made.
F. E. Gilling, Toledo, has invented a momentum
brake in which a manilla rope is wound on a spool, apply-
ing the brakes. A company will be organized to manu-
facture.
The New Process Rawhjde Company, of Syracuse,
N. Y., reports that its street railway business has grown
rapidly and that orders from new patrons are booked
every day.
The Meaker Manufacturing Company has intro-
duced its register on the Lynn & Boston Street Railway,
which conservative institution has until of late used the
old style bell punch.
The Tramway Rail Company, Pittsburg, is erect-
ing large mills at Fordham, a new and growing suburb
of Pittsburg, and are also providing a large number of neat
and attractive homes for its employes there.
The Southern Railway Car Advertising Com-
pany, with offices at 77 Edge wood avenue, Atlanta, Ga.,
will lease advertising privileges from southern roads and
retail the space. Judge J. K. Hines is president.
The Altoona Manufacturing Company, Altoona,
Pa., builders of the M. A. Green automatic engine, have
applied a new device for oiling their crank pins, which
does away with wipers and annoyances of that kind.
C. F. Washburn, vice-president and secretary of the
Washburn & Moen Company, died of apoplexy at his
home in Worcester, Mass. His loss will be mourned by
a large number of business men throughout the country.
The Gilbert Car Company, of Troy, N. Y., is at
present engaged on an order for 100 passenger coaches
for the Lake Street Elevated Railway, of Chicago. The
first twenty were shipped July 26 and the others will fol-
low at intervals.
In reply to a query as to their world's Fair displa)-, the
Shultz Belting Company says: "You will please find the
same located in our factory, corner Bismarck and Barton
streets, in the great city of St. Louis, which always has a
fair of its own, running all the year round."
The Phoenix Iron Works Company, 519 The
Rookery, have been awarded the contract for a complete
steam plant for City of St. Clair, Mich., comprising one
of their 150 tandem compound condensing engines and
Manning Vertical boiler; also Pittsburg Construction
Company two loo-horse-power compound engines for
lighting the Ferris Wheel plant.
Some very large contracts for railway material have
been placed with the Ansonia Electric Company, within
the last few weeks. Their new adjustable pipe brticket,
as well as the new insulators, are meeting with great suc-
cess and are being adopted by a large number of elec-
tric roads. The Ansonia Electric Company recommends
these fixtures for strength and insulation.
Owing to inability to make collections, the John T.
Noye Manufacturing Company, Buffalo, has temporarily
suspended payments. A creditors' examination found the
assets far in advance of the liabilities, and no disposition is
offered to ask for a receiver. A re-organization will be
effected and it is beheved, and hoped, by all who have any
knowledge of the gentlemen connected with the manage-
ment, that they will speedily be in shape once more.
An order has been closed for fuel economizers in sec-
tions, aggregating 3,200 pipes, for the Philadelphia Trac-
tion Company, which will be furnished by the Fuel Econ-
omizer Company, of Malteawan, N. Y. The capacity of
these economizers is sufficient to supply 15,000 horse-
power of boilers. Also an economizer for the electric line
being built by the Oakland Gas & Light Company, of
Oakland, Cal.
"The Trolley Polka" is the catch)' tide of a new
piece composed in honor of the opening of the electric
line in New Orleans. Paul Tulane Wayne, of that city,
is the author, and the polka has made a great hit. The
music will be found elsewhere in this issue, and the com-
position published in the regular size of sheet music can
be had by addressing the author, Paul T. Wayne, 127
Canal street. New Orleans. Price, 40 cents.
R. D. NuTTALL, on his recent retirement from the R.
D. Nuttall Company, was presented with an elegant silver
service by his former employes, who wished in some
manner to show the esteem in which they held their
employer. The deed speaks volumes both for manager
and employes. Mr. Nuttall has not yet decided on his
future career, but will undoubtedly remain in the active
world of manufacture where he has been so successful.
(^tiedl^^aikci^S^eym/
5-21
Longer than the moral law, in fact over 9 feet long, is
the list of 130,000-horse-povver of Ide engines, set in solid
nonpareil, which is being mailed by Ide & Son, Spring-
field, 111. Forty-two states and territories and seven for-
eign countries comprise the list. Second and third orders
from the same buyers constitute nearly half the list,
while one company has reached its twenty-eighth order
and is still coming. It is an interesting and remarkable
record and makes a total of about 1,200 engines.
The Altoona Manufacturing Company, of Altoona,
Pa., has recently installed two of their 300-horse-power
20 by 24 inch automatic engines in the power plant of
the Altoona & Logan Valley Street Railway Company.
These engines are extra heavy and have done remark-
able good service for the past two months. They have
been in use day and night for that length of time without
shut down. Tests show that the flash loads the engines
THE JOHNSON COMPANY OF JOHNSTOWN.
BESIDES the large amount of rail and special
work shown on the street railways of Chicago,
the Johnson Company, of Johnstown has a very
representative collection in the Transportation annex at
L, N, 4 and 5.
Here may be seen racks of standard rails showing sec-
tions of from 4 to 9 inches, in depth. There are also dis-
played, brace and plain tie plates and chairs, standard
girder joints and the special Whitten joint.
A piece of track, which is shown plainly in our
engraving, gives a clear idea of the Johnson electric weld-
ing methods with branches off. This track has elec-
trically welded chairs which promise to be widely used as
they become better known. The catalog of interests
includes also steel frogs, switch points, mates and a run
off, all well arranged. Perhaps the most perfect piece
JOHNSON RAIL EXHIBIT.
up to 374-horse-power, and that with that load the engines
regulate within one per cent. Each engine has an extra
heavy band wheel, 96 inches diameter by 28-inch face,
weighing 10 tons each.
Frank X. Cicott, whose efforts as managing direc-
tor of the Railway World, of London, were so successful,
has returned to this country, and will open an office in New
York city as American agent for George Craddok
Company, the manufacturers of cable rope for cable rail-
ways, and whose works are at Wakefield, England.
These ropes are not unknown, being now in service on
the North and West Chicago cable lines, and also used
in Kansas City, Washington, Providence, San Francisco,
-and on the Bri.xton cable road in London and the exten-
sive cable lines in Melbourne, Australia. Their exhibit
at the World's Fair is a very creditable display and in
charge of Mr. Shaw.
of electrical welding'on exhibition is that of the Thomson
Electrical Company in Electricity building. Here is
shown an electrically welded curve cross with straight
track running through it, made up, of course, of Johnson
material. There is also displayed here an electrically
welded crossing. Words of commendation of the John-
son rails are needless as they have long been known
throughout the United Stated and are fully appreciated
by the hundreds of roads whose experience has been
universally voiced in continued and increased patronage.
A NEW bicycle railroad has been patented by Geo. F.
Brott, of Washington, D. C. His plan is for an elevated
single track line with light steel cars. The road bed is
a series of iron columns with U-shaped tops. The car is
carried on a single rail at the bottom of the U, while the
arms act as supports.
522
(^tieetj\aiWay-l^^ylc^
WOOD'S ADJUSTABLE PIPE BRACKET.
THE bracket illustrated herewith was designed by
M. M. Wood, Electrical Engineer, of the Ansonia
Electric Company, Chicago. By refering to the
illustration, it will seem that the bracket is adjustable, all
parts being interchangeable. Ordinarily it takes two
men to place pipe brackets in position on the poles. The
Ansonia Company claim that this bracket can be hung,
wood's adjustable pipe brackkt.
and placed in position by one man, and in the shortest
time possible, as the upper castings can be placed on the
pole before the bracket is placed in position. The
bracket is made of i ^^ or i J-^-inch pipe, and in 6 or 7
foot lengths. It is handsome in appearance, and its
adjustable features recommend themselves to all electric
street railways.
t-t^t—
THE JUDGES IN TRANSPORTATION AND
ELECTRICITY DEPARTMENTS.
WITHOUT any particular recalcitration against
the edicts, ukases, and firmens, of John Boyd
Thatcher, the Department of Transportation
has organized its jury of awards and has gone to work in
earnest. The consequence is that Transportation awards
will be ready about September i.
For the street railway group known as 81 there is not
an American street railway man, although the Street
Railway Review Daily, at the request of the depart-
ment, asked for such nominations. The organization of
the jury now stands:
Herrman von I.ittrow, president, Austria; Prof. Francis Elgar, vice-
president, Great Britain; Capt. Conchas y Palau V. M., Spain, second
vice-president; secretary, Professor Alex. Oldrini, Ital^-; assistant secre-
tary, James M. Lauder, United States.
To judge the street railway group under the following organization:
Robt. Hudson, Australia, chairman; L. F. Loree, vice-chairman, and
Prof. Alex Oldini, secretary, the following hpve been called: Herr von
Borries, Germany ; Robt. Hudson, Australia ; Hon. A. Haarman, Ger-
many; Herr von Littrow, Germany ; Prof. Alex. Oldini, Italy ; F. M.
Goss, Indianapolis; E. M. Herr, Riverside, 111 ; Dr. B. D. Ulbricht,
Germany; C. A. Barratoni, England; J. N. Lauder, South Boston, U.
S.; L. F. Loree, Cleveland, O.; Chas. Paine, Englewood, N.J. These
are, with the exception of a few Germans, railway men, and no doubt
competent, but a street railway man should have been nominated by the
street railway exhibitors, as requested by the department.
In the Electrical Department a series of tests are being made which
will aim at the most recondite research, and will not be completed until
nearly the end of the Exposition. The Electrical judges are mainly pro-
fessors of electrical engineering and a competent bodv of men.
The electrical judges are: H. S. Carhart, Ann Arbor; H. J. Ryan,
Ithica, N. Y.; B. F. Thomas, Columbus, O.; Geo. F. Barker, Philadel-
phia; T. C. Mendenhall, Washington, D. C.; R. B. Owens, Lincoln,
Neb.; M O'Dea, Notre Dame, Ind.; W. M. Stine, Chicago; Samuel
Raber, U. S. A.; H. O. Rowland, Baltimore; E. P. Warner, Chicago;
Dr. Chas. Emery, New York ; A. E. Dolbear, Tufts College; William
Shrader, University of Missouri; S. B. Ayres, Tulane University; D. C.
Jackson, University of Wisconsin; S. Thompkins, Clemsen College: R.
W. Pope, A. I. E. E ; R. W. E. Ayrton, London ; George Forbes, Lon-
don; Emil Rathenau, Berlin; D. Ulbricht, Berlin; Pierre Dehausse,
Belgium; A. Aschoff, Brazil; Ahmed Fahrari Bey, Turkey.
BALLOONIST FALLS AND IS SAVED BY
A STREET RAILWAY MAN.
HEROICS are right in the line of action for a
street railway man, but few have had the oppor-
tunity that befell Mr. McCartney, of New York,
who at present is constructing engineer for the electric
railway at Norfolk, Va.
The opportunity arose from a balloon ascension, or
rather arose from the descension of the balloon. The
aeronaut was a woman. A stiff breeze was blowing as
the balloon ascended, and before it had risen to a suffici-
ent height to clear the surrounding trees, the navigator
of the unstable atmosphere found herself lodged in the
top of a huge Virginia pine tree, an hundred feet above
the ground. Almost paralyzed by the danger of the
woman, who sat motionless on a decayed limb, the crowd
made no effort to rescue her, until McCartney sprang
forward, saying to his wife "You go to the hotel," and
throwing off his coat began to climb the tree trunk,
nearly three feet in diameter. The woman, in attempt-
ing to move from her perilous position, snapped the tree
limb upon which she hung and dangled in mid air. Mc-
Cartney is a small man, but athletic and plucky. He
made his way up the trunk, however, and in about an
hour reached a position from which he could throw a
rope to the woman; this she grasped, and was drawn to
safety. McCartney was the hero of the hour. Tally
one more for the deadly trolley.
The officers of the Wilmington, Del., Cit}' Railway
for the following year are: Preston Lea, president;
Willard Saulsbury, vice-president; G. W. Bush, William
Canby, Alex J. Hart and Edward Bringhurst, Jr., execu-
tive committee.
Street Railway for Sale.
The street railway in a growing manufacturing city of 25,000; S miles
track, II cars; 65 horses; two good barns, one new, and all necessary
apparatus. Franchise has 25 years to run under very favorable condi-
tions. City growing rapidly. Present lines have a good business, but
parties who purchase can realize a handsome thing by changing to elec-
tricity. Property is unencumbered, and very favorable terms will be
made to right parties. Owner has other business interests which de-
mand his time. Address,
"SPLENDID OPPORTUNITY,'*
Care Editor Street Railway Review.
(^ftjild/J^^iyiayJ^^
5'.':^.
PUBLISHERS AND PROPRIETORS,
269 DEARBORN ST., - - - CHICAGO.
Published on the 15th of each month.
SUBSCRIPTION, -
FOREIGN SUBSCRIPTION,
TWO DOLLARS.
20 SHILLINGS.
Address all Communicaliom and Rrmillaaces to The Strket Railway Review,
26g Dearborn Strtet, Chicago.
H.H.WIND80E, F. S. KENPIELD,
Editor. Business Manager.
CORRESPONDENCE.
Wc cordially iovite correspondence on All subjects of interest to those engaRed
in any branch of Street Railway work, and will gratefully appreciate any marked
copies of papers or news items our street railway friends may send us, pertaining
either to companies or officers. Address :
THE STREET RAILWAY REVIEW.
269 Dearborn Street, Chicago.
Entered at the Post Office at Chicago as Second Class Matter.
This paper member Chicago Publishers* Association.
VOL. 3.
SEPTEMBER 15, 1893.
NO. 9
While our regular publication dny is the flrteenth of each
month, we deem the annual convention of the American
Street Railway Association, which convener on October IS,
of safllrient importance to warrant us in holdings our October
issue back a few days. Hence, following our custom iu pre-
vious .years. THE RKVIEW will appear the morning after
the close of tha^ meeting and will contain a full report of
the entire proceedings.
THE New York and Boston dailies, which have drawn
SO manj' columns of reading matter from the rapid
transit agitation in those cities, have suffered a relapse.
In the meantime the present excellent facilities are carry-
ing the masses as usual. The impotency of municipal
abilitx to carry out such measures has been fully demon-
strated. When additional facilities are secured to those
cities we predict it will come from a private, not the pub-
lic, corporation.
THE Street Railway Association of the state of Maine,
recently organized, has fixed the date of its annual
meeting in the month of February. The gatherings of
the New York, Ohio, and Pennsylvania state associations,
each occur the month previous to that of the American.
Although the state meetings usually occupy but one day,
it would seem that a date more remote from the other
would, for several reasons, be advisable. Nearly all who
attend the state meetings also are present at the big con-
vention, and it would seem that a new date, say in the
late winter or early spring, would bring the members
together once in about six months.
SUNDAY will continue to be the Sabbath in Toronto,
as the result of the recent election was against the
operation of street cars on that day. How much longer
the old time custom must remain in force is hard to say,
as the defeat of the measure, which was confidently
expected to pass, will be a severe disappointment to its
friends. The street railway occupied a very manly posi-
tion and refrained from pressing its own claims, resting
on its offer to defray the cost of holding the election, for
which the city had no available funds. The matter will
now have to go over for a year at least and probably for
a considerably longer time, but as to the eventual out-
come there can be but one ultimate result. The vote
was the largest ever cast, totaling over 27,000, and while
the measure was defeated by a majority of 1,003, ''
was a gain of 3,000 for the Sunday cars over the con-
test in January last.
THE fuel record of a road operating forty cars, as
illustrated and described elsewhere in this issue,
discloses the fact that an increase in passenger load either
on the motor cars or by addition of trailers, requires a
scarcely perceptible increase in fuel consumption, while
the addition of each motor car even with lighter load,
causes a noticable increase in fuel consumption. This
would indicate that a two-car train once in six minutes is
more profitable than two motor cars run on three-minute
headway. The infrequency at which a car or train passes
a given point^ should not be carried past the limit
where people will walk rather than wait for a car,
although from the standpoint of the company the saving
in one motorman of the two-car train as against two motor
cars would partly offset this loss. It has been the gen-
erally accepted opinion that single cars at short intervals
earned vastly more than trains at long intervals, but it
may be, a test of the relative fuel consumption might
discover a heretofore unrecognized element in the ques-
tion.
A COMPARISON will be found in this number
between the earnings and expenses of the under-
ground road in London and the elevated electric line in
Liverpool. The figures seem all in favor of the elevated
road, which costs to build but a little more than one-third
as much as the other, while its earnings per train mile are
greater and its expenses per train mile less. This too, in
view of the fact that the underground has been three years
getting its expenses down to their present figure of 6.48
pence per train mile, while the elevated, running but six
months, operates for 4 pence. It is true the former have
one more passenger car per train than the latter, but the
earnings per train mile are still in favor of the elevated by
nearly 2 pence. For the first six months of 1893 the
underground paid a dividend of only three-fourths of one
per cent per annum, and for the last six months of 1892
but five-eighths of one per cent per annum. Previous to
that no dividends were paid. There is very little in the
underground system to recommend it to either the finan-
cier or the passenger.
5 24
^ticet Jr^d^wfU^ieW^
THE parting of a brake chain on a steep grade in
Cincinnati allowed the car to run away, finally jump-
ing a curve at the foot of the hill, and breaking a heavy
telephone pole plunged into a saloon. Two persons were
killed and many injured. Prior to the accident the com-
pany would have indignantly denied any intimation that
its equipment was unsafe or incompetent. It may or may
not have made as thorough and frequent inspection of the
brake gear as it should have done. It is useless now to
discuss those points. The lesson for every manager who
is operating cars on steep grades, is to see that a like
calamity cannot happen on his lines, and where reason-
able precaution calls for it, provide a double equipment
of brakes. It is startling to consider that a few cents
worth of chain was all that held that car load of precious
lives in safety, and when that gave way, they were left
utterly helpless. There have been several similar acci-
dents of late, resulting in more or less personal injuries,
and one or two fatally. Something must be done, or the
cities where such disasters occur will place restrictive
burdens on the roads, which the latter will not relish.
There are good brakes on the market in abundance, and
while the above does not at all apply to many roads
where every precaution has already been taken, there are
more which it should be the means of awakening to their
duty, and in this case individual interests as well.
THE general stringency in money matters has made
itself felt since our last issue. Up to that time there
had been comparatively few roads on which the riding
had dropped to such an extent as to demand a reduction
in the usual working force required during the summer
season. The shutting down of many establishments
employing large bodies of men, and the completion of a
large amount of new work, without the inauguration of
other new enterprises, has combined to render idle many
thousands of employes. As is well known to every street
railway man, but not so generally understood by the pub-
lic, no business feels the financial condition of the masses
quicker than the street railway. Not only is there an
immediate falling off in the regular morning and evening
rush, from the fact that otherwise regular riders have no
work to ride to, but many others who still retain employ-
ment and are within walking distance, take to walking;
the members of families, having less money to spend,
visit the stores less frequently, and that large factor in
profitable revenue, pleasure riding, suffers a still more
radical reduction. In many of the large cities, and even
more so in the smaller ones, reductions in operating force
have already occurred, and the number of cars is being
decreased in proportion to the reduced earnings. While
the manager regrets any retrenchment in car service, the
situation assumes a condition in which he has no choice
in the matter.
exhibits, which have filled the exhibit rooms and over-
flowed into impromptu sheds and the streets on previous
occasions, will not be repeated this year. There will be
ample room for all, and to spare. In this connection we
would urge exhibitors to prepare and ship their displays
several days in advance of what they did last year. At
Cleveland the exhibit was in a chaotic and discreditable
condition on the first day. By afternoon of the second
day it was in fairly good shape to be seen, but was not
really ready for business before the third day. Even
then several car loads of material were being placed in
position, while some exhibits were delayed in railroad
transit, and were not even unpacked. It seems a pity,
that when so much care and expense has been given to
present something creditable, that it should be curtailed
and robbed of its purpose by failure to ship in season.
It is due the delegates, and certainly is policy, for exhibi-
tors to have everything ready for inspection when the
first session opens. This affords delegates abundant
opportunity to visit and examine each e.xhibit, and war-
rants the expense. A poorly arranged or incomplete
display reflects no credit on the firm making it, and the
busy, hurried street car manager is apt to give such but
a passing glance. The committee have provided every-
thing that could be suggested in the way of space, loca-
tion, power and facilities. The massing of everything
under one roof will be specially appreciated, and it now
rests with the exhibitor to do his part as well. Installa-
tion may be commenced on October 9.
ALL arrangements have been perfected necessary to
afford the supplymen unsurpassed facilities for dis-
play at the Milwaukee convention. The scattering of
ANOTHER year has rolled around, and so full of
plans and work has it been to our readers, they,
with us, can scarcely realize that next month celebrates
the twelfth annual gathering of the American Street Rail-
way Association. The importance of this meeting to
every street railway man, be his interests large or small,
was never as great as at present. It is of the highest
importance that every railroad should be represented, and
while none but member companies have a voice in the
deliberations, all other roads are invited to attend and
will be made warmly welcome. A board of directors can
make no other investment return as large dividends as
voting the necessary expenses to send one or more rep-
resentatives to this convention. We put it solel}' on a
business basis, although we know of very man}- cases
where the recognition would be but a small one of untir-
ing services, which through long nights and stormy days
have been put forth uncomplainingly by superintendents
and managers. By all means let the attendance be as
large as possible, and those who come will not regret
bringing their ladies also, as special provision is made for
their comfort and entertainment during. those hours when
the gentlemen are in business session. The attendance
already promises to exceed that of any previous year, the
subjects scheduled for discussion are excellent and prac-
tical, and others which will arise will be equally so. A
goodly number of street railway men from abroad are
also expected. We suggest further, that those of our
(^tjwiij{a\ju^u^w^
readers who have been making experiments or adopting
new departments in operation come prepared to exchange
their experiences each with the other. In this way a vast
amount of valuable information may be gathered.
AS every manager knows, there is a surprising scarcity'
of servicable data as to how other roads are operat-
ing. With the vastly increased volume of business which
has accompanied the adoption of electricity, the necessitj-
is the more apparent for each manager to satisfy himself
that he is operating as cheaply as is possible in each par-
ticular case. At each of the last three conventions there
has been expressions of strong regret that no two roads
seemed to make up their expense statements on exactly
the same basis; hence the ability to utilize what few
records were available was rendered so uncertain as to
become in many cases valueless. At the coming con-
vention in Milwaukee a paper will be offered on
this subject and which will undoubtedly prove a most
valued and suggestive one. It would be a matter of
real congratulation if it could suggest some simple
division of accounts, and the association adopt them as
standard. This would not necessarily imply any responsi-
bility on the various member roads to change their
method of accounts — although most of them could do so
to advantage — but rather define a standard basis, on which
each road could, from its present system of bookkeeping,
make up a uniform statement of operating expenses, in
which all would charge the same items to the same
accounts. That this should be based on the cost per
car mile is generally conceded. The hesitancy which
exists on the part of many managers about giving out
this information can hardly be considered as well taken.
The only way this data can be obtained is by each one
contributing his part. If in doing so some roads show a
much higher ratio of expense than others, the discovery
will certainly be of greater importance to such than to
those which are running at less cost, and once a general
average is established, it becomes the duty of the less
economically managed lines to institute a rigid examination
as to why this condition exists. It may be found that
what at first glance seems high is, in fact, as low as can
be secured under existing local conditions, and, again, it
may be found that radical reductions must be made.
We know for a certainty that not a few roads, in which
wages and fuels should be the same, show a wide range
of difference in the cost of running a car per mile, and
yet a very small fraction of a cent in this difference
amounts to a large sum in the course of the year. The
steam roads have long since come to a definite under-
standing as to what constitutes the item.s of expense
which go to make up the cost of operation, and the result
has been of the greatest mutual advantage. There is no
good reason why the street railways of the country,
whose car mileage per mile of track is many times that
of the steam roads, should longer deprive themselves of
this data. In the interests of all let some decisive action
be taken this year, and a basis of comparison started,
which will increase in value with each succeeding month.
STREET railway organized labor has again given
itself a black eye, by its defenceless and idiotic action
at Indianapolis. The Grand Army encampment was in
session and thousands of strangers were in the city.
From unquestionable authority the company learned that
conductors were taking advantage of the Grand Army
men and collecting ten cents when the legal fare is but
five, the extra" nickel being knocked down. Two con-
ductors were discharged, one of whom admitted the truth
of the report. Thereupon the men on the line to the
race track struck. The president of the Driving Park
Club, in company with the mayor, visited the barns in an
attempt to adjust the matter, if only for twenty-four
hours. The strikers refused to accede to any arrange-
ment which did not include the re-instatement of the dis-
charged men. An hour later the men on the mule lines
drove their cars into the barn. The men on the other
lines refused to quit, be it said to their credit. Even were
the men innocent, which the facts prove otherwise, the
strike, at the time the city was filled with strangers, to
whom its freedom had been tendered, and who necessar-
ily required more than ordinary accommodation in trans-
portation, was an admission that the union relied upon the
unusual condition in which the company was placed
rather than any justice in the strikers' claim. Right and
wrong are respectively right and wrong and can never be
anything else. No combination of circumstances which
temporarily places either side in an unfair position to dic-
tate terms, can change the fundamental laws of justice.
The men, who had been receiving good pay from the
company, seize upon the instant of its supposed helpless-
ness to cripple it. In a few hours the visitors would all
have left the city and then, if it could have been shown the
company was wrong and the discharged men honest, it
would have been time to demand re-instatement, and fail-
ing in this, to strike if only a strike would sustain their
convictions. But no. On a moment's notice, without
time to determine the innocence of the two discharged
men, they quit. The fact that their act occasioned their
employers great financial loss seemed worthy of no con-
sideration. The fact that the good name of the city was
to suffer by their action counted for nothing. Even all
feelings of patriotism for the grand old heroes, whose
stooping forms and battle-scarred visages told the pitiful
story of exposure and suffering in the preservation of a
Union of States and liberty, which has made unions of
individuals possible, was all ignored. Shame on the men
or union that can so far forget so priceless a debt. Shame
on the members of an organization whose dictates require
obedience to such commands. Shame on those who
would win by might, not right, and on a "union" which is
incapable of one throb of patriotism for the Grand Army
of the Republic. And yet the walking delegates inno-
cently feel aggrieved that managers " are not friendly to
unions."
TiiK Connelly gas motor is being experimented with
on the Croyden Tramway, as is also the storage battery
— the latter with the usual success.
526
^l^ed^ ll\ailM^ j^eA^
THE COMING STREET RAILWAY
CONVENTION.
WHETHER so much of electricity and rapid
transit has unconsciously entered our mode
of life, or whether, as we grow older, the
days grow shorter, like those of autumn, we may not know,
but almost as a surprise will the announcement come to
us all that but four weeks remain before the annual con-
vention of the American Street Railway Association.
This, the twelfth yearly gathering, will be held in Mil-
waukee on October i8, 19 and 20. The progress and
growth which has marked the past eleven months promise
to yield a corresponding advance in the interests, value
and attendance of this meeting. In addition to our own
constituency, quite a number of tramway managers from
across the water have expressed their intention to be
present.
The history of the organization and subsequent gather-
ings of the association has already been given in these
columns and is familiar to our readers. We need only to
mention the different cities in which the meetings have
been held:
Boston
Chicago
New York. ..
St. Louis
Cincinatti . . ..
Philadelphia .
Washington..
Minneapolis. ,
Buffalo
Pittsburg
Cleveland
PRESIDENT.
Hon. Moodv Merrill*..
H. H. Littell
Wm. H. Hazard
Calvin A. Richardsf...
Julius Walsh _.
Thos. W. Acklevf
Chas B.Holmes
Geo. B. Kerper..,-.
Thos. Lowry
Henry M. Watson
John G. Holmes
1S82
1SS3
1S86
1887
iSSS
1889
IS90
* Chairman of organization. t Deceased.
Membership in the association is vested in companies,
not' individuals, and while there were fifty-six delegates to
the Boston meeting, the initial membership was but
twenty-four companies. This number steadily increased
until the membership has exceeded 200 during the past
year.
RECORD OF MEMBERSHIP.
1S82.
i88j.
1S84.
1885.
1886.
18S7.
- 24
. 62
.102
-123
.140
-152
1SS8.
18S9.
1890.
1891.
1S92.
-'57
.161
•173
.1S4
204
Consolidations in many cities have largely offset the
gain in new members, as frequently the purchase of
several roads by syndicate has taken as high as four or
five names and returned only one. But while the num-
ber of members has thus shown an apparently slow
increase, the gain in number of miles of track and invest-
ment represented has been enormous.
The old time distrust which at first made it somewhat
difficult to unite interests which were more or less com-
petitive, has long since been removed, and the personal
relations of the gentlemen of the street railway fraternity
was never so strong and honored. Indeed, it would be
difficult to find in the representatives of any other great
business interest stronger ties than those which bind the
street railway managers of America, and the meetings of
the association are anticipated with pleasure and remem-
bered with satisfaction.
The program includes the following papers:
PROCRAM.
BEST METHOD OF LKJHTIXCi ANO HEATINU STREET
RAILWAY CARS.
G. F. Greenwood, general manager, Pittsburg, Allegheny & Man
Chester Traction Company, Pittsburg, Pa.
CA!V THE T RAIL. BE S.ATISFACTORILY USED IK
FATED STREETS*
C. Densniore Wyman, ex-vice-president. Central Park, North & East
River Railroad Company, New York, N. Y.
DIRECT DRIVEN 4>E!V ERATO RS.
C. J. Field, electrical engineer, New Jersey Traction Company
Newark, N. J.
POWER HOUSE EHUIIVES.
E. G. Connette, general manager. United Electric Railway, Nash-
ville, Tenn.
L. H. Mclntire, engineer, Atlantic Avenue Railroad Company,
Brooklyn, N. Y.
F. .S. Pearson, engineer, West End Street Railway Company, Boston,
Mass.
STANDARD FORM FOR STREET RAILWAY ACCOUNTS.
H. I. Bettis, assistant treasurer, Atlanta Consolidated Street Railway
Companv, Atlanta, Ga.
ST.l.NIIARDS FOR ELECTRIC STREET RAILWAYS.
O. T. Crosby, Boston, Mass.
Chas. W. Wason, general manager, Cleveland Electric Railway, Cleve-
land, O.
L. H. Mclntire, engineer, Atlantic Avenue Railroad Company,
Brooklyn, N. Y.
Thomas H. McLean, superintendent. Citizens' Street Railway, Indian-
opolis.
C. G. Goodrich, secretary and treasurer, Twin City Rapid Transit
Company, Minneapolis, Minn.
STORAOE B.\TrERIES IN CONNECTION WITH CENTRAL
STATIONS FOR UTILIZING SURPLUS ENERGY
FOB LIGHTING OR POWER.
C O. Mailloux, electrical engineer. Metropolitan Railroad Company,
Washington, D. C.
In addition, there are other features which can not be
announced until the meeting convenes. In the line of
entertainment General Manager Payne, of the Milwaukee
Street Railway, has provided facilities and attractions
which will profitably demand every spare minute.
Arrangements for exhibits have never been as good or
the space as large. Both sessions and exhibits will be
under one roof in the splendid exposition building, where
power, both electrical and steam, will be furnished in
abundance. The building is within easy walk of all the
hotels, but Mr. Payne will run special cars at frequent
intervals for the accommodation of the visitors.
Everything possible has been done by the committee
and it only remains for the delegates and exhibitors, by
their presence, to make this, as it promises to be, the
most important gathering of this highly important organ-
ization.
^tjOAJ^aAj^J^imT
527
THE PRESIDENT.
TO be chosen as the chief executive ot an organiza-
tion representing as many hundreds of millions of
capital as does the American Street Railway
Association, is an honor of which any man may justly
feel proud.
D. F. Longstreet is specially worthy of the distinction
from having been the prime mover in its organization, and
an active worker in it ever since. He was born at Kil-
lingby, Conn., in 1S46. His education was acquired in
the east, where the most of his life was spent. At the
age of sixteen, or, in 1S62, he entered the federal army
\
J^--^
PRESIDENT D. F. LONGSTREET.
as a private, serving until the end of the war. At the
time of discharge he was nineteen years of age, and with-
out any visible means of support. Nothing daunted,
however, he applied for the first position that came to
hand, which was that of a conductorship of the Provi-
dence, R. I., Street Railway, in which capacity he served
seven months. His superiors, however, recognizing -in
young Longstreet ability and probity, gave him the posi-
tion of clerk in the general offices, where he spent four
years. After which he became successively secretary,
treasurer, vice president, and general manager. This
was the history of his life for nineteen years. In 1888
Mr. Longstreet removed to Boston and became con-
nected with railway interests there. For the past few
years Mr. Longstreet has resided in Denver, Colorado,
where he built the West End road about two years ago,
of which he is now president.
The reader must see between the lines of this incom-
plete sketch of Mr. Longstreet's life the hard work,
business tact and ability that has raised him to his pres-
ent position; and must imagine the opinion of his con-
temporaries in the street railway world by the incident of
his election to the highest honor within their gift.
THE SECRETARY.
THE annual appearance of Secretary W. J. Richard-
son before the American Street Railway Associa-
tion since the beginning, 1882, has made him the
most widely known street railway man in America, while
his unfailing kindness to new members and his whole-
souled greeting of the old, have made his popularity as
large as his acquaintance. His unswerving devotion to
his arduous duties, and his recognized abilit}-, make him
par excellence the man to fill the position.
Mr. Richardson has been in street railway work all his
business life. In 1876 he began by assisting his father in
his railway business in Brooklyn, where he remained two
years. Then followed a three years course in the col-
legiate department of the Brooklyn Polytechnic and
Collegiate Institute. After graduating, he became super-
intendent of the Brooklj-n, Carnarsie & Rockaway Beach
railroad and steamboat line, which position he filled one
year and resigned to join his father in operating the
Atlantic Avenue lines, then known as Atlantic Avenue,
East New York & Greenwood Railroad. When, in
1872, this company was reorganized, Mr. Richardson
was elected secretary', which position he held continu-
ously until the transfer of the property.
SECRETARY W. J RICHARDSON.
In 1873 he married Miss Mary C. Raymond, daughter
of J. H. Raymond, L. L. D., president of Vassar college.
Mrs. Richardson usually attends the Association meet-
ings.
When, in 1882, the American Street Railway Associa-
tion was organized, Mr. Richardson, quite against his
will, was forced into accepting the double office of secre-
tary and treasurer, which position he has held ever since,
also acting in a similar capacity for the Street Railway
Association of New York State, formed in 1883. To
say that he has contributed more than any other to the
success of both associations is hut poorly to express the
service he has rendered.
r)-28
(^tied/l?^aiUv^i^VtcW*
THE EXECUTIVE COMMITTEE.
CRIMMINS.
THIS committee, which includes the president and
secretary, ex-officio, is the board of directors
which, practically shapes the policy of the associa-
tion, and, holding at least two meetings each year, trans-
act a large amount of necessary business which would
otherwise occupy much valuable time of the hundreds of
delegates. It makes an annual report which is a most
valued document, reviewing the past year, and showing
the trend of events to come.
In addition to the president and secretary, the mem-
bers for the present year have been as follows: —
John D. Crimmins, of New York, president of the
New Jersey Traction Company, and one of the most
prominent men in New York
City, was born in New York, in
1844. His father was an engi-
neering contractor, and Mr.
Crimmins has from the age of
sixteen until recently followed
the same line of woik. He has
been for many years the great
contractor of New York, having
charge of all the larger public
works. It is only at a late date
that he has entered the field of
street railwa}- operation, as dis-
tinguished from construction.
John G. Holmes, of Pittsburg, was born at Pittsburg,
the city in which he has been
connected with the street rail-
ways since 1859. T^e Citizens'
Passenger Railway Company,
with which he began, was the
first west of the Alleghenies.
^g^L. ^^^^ In 187 1 he became treasurer of
^^MBtkJ^^^K^ th^t company, and in 188S presi-
^^^^HH^^^^^H dent. He was president of the
^^^^^^^^^^^^ association in 1 891-2, and has
always been among its foremost
JOHN r.. HOLMRS. -^ °
men.
T. J. MiNARv, of Louisville, is president of the Cen-
tral Passenger Railroad Company, of that city; general
manager of the Louisville Rail-
way Company and president of
the Consolidated Street Rail- ■
way Company of Springfield, ^"^
111. He was born at Versailles,
Ky., in 1850, and began his
street railway career as secre-
tary of the Central Passenger
Railway Company, in 1872.
While giving his energies to
the building up of this enter-
prise he also became general
manager of the railway com-
pany, which is a consolidation, controlling all Louisville
lines.
V:
T. ). MINARV.
JOEL HURT.
Joel Hurt, Atlanta, Ga., is president of the Atlanta
Consolidated Street Railway Company. He was born
in Russell county, Alabama, in 1850. Left without home
or support at the age of fifteen,
he worked his own way through
academy and college, graduat-
ing as civil engineer from the
University of Georgia in 1871.
For nearly ten j'ears after grad-
uation he was on engineering
work with various southern
railroads. He has since enter-
ed the financial world with great
success, being one of the best
known men in Georgia, and at
the head of numerous insurance and land companies,
besides having developed into a very practical street rail-
way man.
Dr. a. Everett, of Cleveland, president of the Cleve-
land Electric Railway Company, was born in Trumbull
count}', Ohio, in 1821. He
bought control of the East
Cleveland road in i860, when
the equipment was two miles
of track and four "bobtails."
From the $49,000 property of
that time to the magnificent
consolidation of to-day is a long
step, in which Dr. Everett has,
until recently, maintained his
position at the head of affairs,
having retired from active life
since last convention. He still takes as lively interest as
ever.
J. R. Chapm.\n, Grand Rapids, Mich., is vice-presi-
dent and general manager of the Consolidated Street
Railway Company, Grand
. -.- _ Rapids, and of the South
-^^^^_ Chicago City Railway. He
-Ml ^^jj^^B was born in Boston and
^^^ educated for a civil engineer.
Coming west in 1877, he
worked for the Missouri,
Kansas & Texas Railway
until 1 88 1, and then for the
Denver & Rio Grande until
1888. In that year, in con-
nection with other enterprises
in Kansas Citj', he took up the management of a road
there. He went to Grand Rapids in 1S91, consolidating
the various lines there and adopting electricity. His
latest venture is the South Chicago City Railway, com-
pleted last spring, and known as one of the model plants
of the country.
B. E. Charlton, of Hamilton, Canada, president of
the Hamilton Street Railway Company, was born in the
log cabin of an English settler in the Province of Ontario,
in 1835. He has passed through the various positions of
farmer's boy, 'school teacher, successful manufacturer,
DR. A. E\EKE1T.
CIIAI'.MAM.
(^Kc€tj\ailM^l/^cVleu^
j29
B. E. CHARLTON.
railway director, steamboat company director, president
of the Hamilton board of trade, councillor, alderman,
mayor of Hamilton (three
terms), and for eight years
has been president of the
street railway.
His regular attendance at
the conventions, and his long
experience in street railway
and other work requiring
strong executive ability make
him a fitting representative of
the Canadian membership.
W. Worth Bean, of Benton Harbor, Mich., is presi-
dent of the St. Joseph and Ben-
ton Harbor Electric Railway &
Light Company. Thirteen
years ago Mr. Bean left a
wholesale shoe house of Cin-
cinnati, to take charge of the
Dayton & Newport Street
Railway. Before going to St.
Joseph in 1889, he sold this
road to the South Covington &
Cincinnati. Al St. Joseph he
soon gained control of the
electric lighting of the two
cities, and in 1S92 built the road of which he is now
president.
W WORTH MEAN.
YE OFFICIAL STENOGRAPHER.
WE present the portrait of a face familiar to all
who attend the conventions. It is that of
T. E. Crossman, the stenographer. He was
born in London, England, January 23, 1863. Mr. Cross-
man has been connected with the association from the
time it was organized, and first began his reporting of the
conventions in 1884, when the
third annual meeting was held in
New York City. He has also
reported the meetings in Phila-
delphia, Washington, Minneapo-
lis, Buffalo, Pittsburg and Cleve-
land; and all who have received
from him a transcript of their re-
marks for correction, can testify
to his accuracy. He has reported
all the meetings of the Street
Railway Association of the state
of New York for the past ten years. Mr. Crossman
has also reported the last two meetings of the National
Electric Light Association, held in Buffalo and St. Louis,
and of the American Water Works Association, held in
New York city and Milwaukee.
His office naturally places him in a position where he
renders many appreciated courtesies to the press and del-
egates, with all of whom his genial manner has made him
warm friends.
T. E. CROSSMAN.
MlLWAfKKE EXPOSITION BUILDING WHERE CONVENTION WILL BE HELD.
Till-; report of the Birmingham Central Tramway-
Company, which operates steam, cable, horse and stor-
age battery cars, shows that during the past year steam
cost ii.22d. per mile run; cable cost 6.32d. and horses
10.12., while the much vaunted storage battery cost
i6.55d., with receipts at i6.55d. per mile run.
August 15 saw the opening of electric railway
Essens, Germany. Ten cars were started on trial.
al
Liverpool tramways and omnibus directors say that
they will "make another attempt to apply electric power
as a means of haulage of tramway cars."
530
(^mkidrj^aiJi^^
HISTORY OF RAPID TRANSIT IN MILWAUKEE.
'-^-^■^>
'-f '■> ^- ..
.#*.-
THOSE good old days of Solomon Juneau the favorite and very safe method of intramural
transit in Milwakuee was by foot. It is true that this method was not rapid, but it was
very safe. No one was seriously injured at grade crossings and a live wire was unknown.
Of course a " ground " some times brought grief to the slow but sure method, when
Solomon fell down over one' of his neighbors pigs on Wisconsin street; but prairie sod is
much easier to fall on than is cobble stone pavement, and we may suppose that Solomon
arose, kicked the pig, said "sacre" or some other equally expressive swear-word
Francaise and proceeded on his way to the corner grocery.
In those Arcadian days, when Juneau and his bold compeers were tenants-at-will
of the noble red man, the double tracked cowpath and the double reduction ox did
service for freight and passenger traffic between the few and widely separated
neighborhoods.
There were long years of growth before Milwaukee was ready for a street railway
line, and many more years of development before electric traction was ready for Mil-
waukee.
In 1859, so the oldest inhabitant informs us, the subject of street railways was first
broached and finally, in the course of a twelvemonth, the River & Lake Shore Railway
was built. The first ordinance authorized the River & Lake Shore Railway Company
to build and operate in the first, seventh and eighth wards, and on May 30, i860, the
first bobtailed car developed four miles an hour and a most tremendous ovation from the
30,059 proud souls of Milwaukee. John Lockwood was the organizer of this pioneer
company, and his faith in the city has been well realized in the magnificent electric systems
that greet the American Street Railway Association in 1893. Alexander Easton, of Cincin-
nati, became the first street railway builder in the Cream City, taking the contract and
furnishing the first line of single track on East Water street, or Walker's Point Bridge, as it
was then styled, to Division street, now Juneau avenue. Geo. H. Walker, Dr. L. W.
Weeks, W. J. Johnson and F. S. Blodgett were the elements of the first company', and
Mr. Walker, Milwaukee's first street railway manager.
In 1863 the city council passed an ordinance authorizing the extension of the road
on the south side of Walker's Point Bridge to Ferry street, on Ferry to Lake, on Lake
to Clinton, on Clinton to Florida, on Florida to Hanover, on Hanover to Elizabeth, on
Elizabeth to Sixth, on Sixth to Mitchell, on Mitchell to Forest Home, on Forest Home to
the cemetery. The franchise was carried out later.
The Milwaukee City Road succeeded the River & Lake Shore Company. This new
institution was organized and promoted by John Plankinton, Frederick Layton, Samuel
Marshall, Charles F. Ilsley and Walter S. Johnson, all well known names in the Mil-
waukee of to-day, and each leaving to the city a greater legacy in business enterprise and
development than perhaps any other set of contemporaneous business men. The capital
stock was set at twice that of the acquired company, namely, at $100,000. W. S. Johnson
became manager of the new corporation, and the routes given by ordinance variously modi-
fied to suit the increasing size and importance of the city. Isaac Ellsworth became owner of
the Milwaukee City's rights and properties in 1869.
Extensions for the next few years were neither numerous nor rapidly pushed, and
not until 1875 did the street railway building attempt to keep pace with the necessities of
the case. Between 1875 and 1881, however, a number of fines were built, including the
double tracking of the National Avenue Line and the betterment of existing routes. During
these years tracks were removed from Ferry, South Water, Florida and Greenbush streets.
St IflJsJS"'
<^IJwd^v\ai{¥/Jajfi}^
531
In the autumn of 1881 Peter McGeogh took the reins of the Milwaukee Street
Railway, as owner and manager. With commendable enterprise and public spirit, Mr.
McGeogh began at once the making of the system what it is to-day. He extended the
National Avenue Line to National Park, the Walnut Street Line to the city hmits and the
Third and Eighth Street Lines to the north boundary of the municipality, besides building
several other lines outright. Under the improvements the value of the road rapidly appre-
ciated and became known to eastern capitalists. On December i, 1888, Wall street men
became owners, buying the property at $1,500,000. In August, 1890, the Villard syndicate
became the owners, uniting it with
THE CREAM CITV LINE,
which was incorporated in 1874, '" '•^^ leafy month of June, by F. B. Van Valkenburg,
Jas. B. Turck, J. B. Hoes, Ed. C. Wall and H. S. Mark. Taking up the streets aban-
doned by the Milwaukee City Company, the Farwell Avenue, Ogden, Jackson and Mason
Street Lines were put in operation in 1875. New lines built on East Water street from
Juneau avenue across the East Water street bridge to Clinton street, down Kinnickinnick.
The Forest Home line was built in 1877, and ten years subsequent all the Cream City Lines
were in operation. The first manager of these lines was James B. Turck, who qcted with
F. B. Van Valkenburg, the first president. Winfield Smith, the prominent Milwaukee
lawyer, became president of the Cream City until the absorption by the syndicate.
In April, 1S90, the road was sold to a Pittsburg syndicate for $777,000, and again
finally transferred to the Villard syndicate in August of the same year in consideration of
$850,000.
THE WEST SIDE ROAD,
known as the Becker line, was organized in 1874, by John Tesch, John Plankinton, S. W.
Green, S. S. Merrill, and S. S. Harrison, with Mr. Tesch as the first president. Franchises
were granted on several west side streets, with subsequent ordinances dated 1876, 1879 ^""^
1880, with rights to double track and extend original grants. Washington Becker has been
at the head of the line since 1875, and for many years T. J. Durnin has been manager.
The road is under agreement to sell to the syndicate lines and two-thirds of the purchase
money has been transferred. On the third payment the organization will disband.
THE PFISTER LINE
has a history. In common with all things and men who have histories it is interesting, and
consists in ups and downs of various gradients. The line has been almost endlessly in litiga-
tion, was the first to apply electricity, and is now in the hands of Receiver Melms, wailing for
quiet and consolidation. John A. Hinsey paved the way for electricity, by gaining a franchise
in 1888 for a street railway line. The fight for the franchise was an exciting one and the
franchise called for the cabling of the streets granted. The Rasmussen cable was suggested
as the proper method, but upon the failure of that design in New York the idea was aban-
doned. In 1S89, during an eastern trip, Mr. Hinsey first became interested in electric power,
which was then just coming into commercial use. This was in 1889, and in 1890, thanks to
Mr. Hinsey's strenuous efforts, the franchise was amended to allow the new power.
Rapidly following upon the heels of the grant, 1891 saw the operation of the first electric
railway in Milwaukee.
Mr. Hinsey owned 40 per cent of the stock and Mr. Hinckley the remainder, and as the
latter did not wish to advance more money, the road was given over to Charles Pfister, on a
loan of $120,000. November 27, 1892, G. J. Melms was appointed receiver, and June 30 of
this year the line was formally bought by Charles Pfister, preparatory to a transfer to the
Consolidated.
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532
(phuuet J\aiWav !j\cyic\V"
THE OLD MILWAUKEE.
TIME was when cities grew; by natural increase
and according to their necessities they spread over
the earth and occupied the land. No cunning sur-
veyor drove his stakes where streets and alleys, avenues
and boulevards should run. No town lot speculator or
subdivision father decreed the names of the thorough-
fares or baptized the settlement. Names of streets arose
from popular tradition, and settlements acquired their
names from circumstances, and the people took their
names from the settlement. Such is London, not made
by man but by time. So the streets are crooked and
their names outlandish. Threadneedle street. Maiden
lane, Whitechapel and Rotten Row are all growths,
and many families have taken as their patronymic the
name of London. With the new world this is different.
New York and Boston are more growths than the rest of
the cities of the United States, but the majority of our
western municipalities are made out of hand.
Milwaukee is partly a growth and partly a product of
the city builder. Down near the center of what is now
the business portion of the city, the grown part is easily
recognizable, while further out along the magnificent
avenues of trees and grass lined boulevards, the city-
builder's cunning hand is seen.
Such in general is the history of the Cream City. No
baptism of blood; no horrible massacres; no strife between
the original possessor and the aboriginal owner.
Peaceful possession, generous growth, power, and
plenty, such is the history of Milwaukee.
Although the actual settlement of the place dates back
only to 1834, the locality was known and designated by
the same name at least a century and a half before that
time.
The first white settlers in what is now the state of Wis-
consin were found at Green Bay, then called La Bale des
Puants, where Canadian fur traders had founded a post,
followed by the intrepid Jesuit fathers in 1660.
Think, reader, this was less than two hundred years
after the discovery of the new world, and little more than
two hundred years ago Father Marquette and Sieur
Joliet, one bearing the cross and the other the sword,
started down the Fox and Wisconsin rivers to the Missis-
sippi. This was in the spring of 1673.
Their return was through the Illinois and the Chicago
rivers to Lake Michigan and then coastwise to Green
Bay. Undoubtedly the good priest visited Milwaukee at
this time, but he says nothing about it as he probably did
not observe the Pabst building or stop at the Pfister
Hotel.
The ne.xt year Father Marquette left Green Bay, bent
on establishing a mission on the Illinois river, traveling
along the coast to the mouth of the Chicago river, where
he was taken ill and detained until the following March.
During the journey he stopped at a place which must
have been Milwaukee.
Father Claude Allouez followed the same route two
years later, carrying the faith to the Indians on the shores
of what was then called the "Lake of the Illinois."
Zenobe Membre, a Recollect friar, set out from Green
Bay in 1678 to labor among the Indians, taking as his
particular field the Illinois. In his party were several
distinguished names which have come down the pages of
history as household words, Sieur de la Salle, Father
Louis Hennepin and Gabriel de la Ribourde, with a num-
ber of Indian attaches. A relation of his adventures, pub-
lished in 16S0, tells of a tribe dwelling on the banks of
the river Melleoki, which it may be easily seen, despite
the strange orthography, is none other than the one on
whose banks now stands the Cream City.
Nothing more is heard of the place until Lieutenant
James Gorrell, of the British army, remarks in his
journal, kept at the military post of Green Bay, a tribe of
Ottawa Indians who lived at Milwacky, and to whom
traders regularly come.
The name went through a later modification when in
1817 Samuel A. Storrow writes in his journal that a large
tribe of the Menominee Indians were gathered on the
Millewackie river. The most reliable derivation of the
name is from the Pottawatomie tongue, and means the
gathering place b}' the river. As to the spelling of the
name, sectional ill feeling was a cause of division into two
orthographic centers. The west side spelled the name
k/e and the east side chose Ire. The laws, when pub-
lished, settled it to Xyc, but it was openly charged that the
printers were bribed. Jx'ec won the day, however, and
only one paper, the Milwaukie Sentinel, stuck to the
name as fast as the Boston Traveller does to two "I's."
Finally, one night the spelling reform enthusiastically
broke into the Sentinel composing rooms and abducted
every "i", upper case, lower case and italic, in the shop.
That settled it, and the Sentinel appeared i-less the next
day.
The year 17S4 saw the
establishment of a trading
post at the Milwaukee's
mouth, with a few huts
and a shiftless band of
Indians as habitants.
A few scattering traders
and artisans kept the site
of the city until, in 1818,
Solomon Juneau took ,,,^^1 mouse m Milwaukee.
charge of the trading post
and became really the foundei of Milwaukee. Solomon,
with luxurious tendencies and a large family, built unto
himself and progeny a log mansion, a likeness of which
is found in the text.
Juneau was an upright, open hearted man, with an
unlimited confidence in human honesty, which led to his
financial downfall, and he who might have been the owner
(^Ixcct j\ailw«r J^A/IW*
5:«
of untold millions died poverty stricken in 1856, among
the Indians, who were his first and best friends. The
Blackhawk war, of 1S32, nearh^ ended in a general
massacre of the remainder of the white population.
Only the coolness of Mrs. Juneau, and her remarkable
influence over the Indians, averted the calamity, while the
greater number of the men were attending a land sale at
Green Bay.
So the settlement grew and began to attract others
from Chicago and Green Bay, both older and wealthier
places.
In 183s came two men who share, with Juneau, the
honor of being the founders of the city, George H. Wal-
ker, who came from Chicago with a stock of drj' goods,
and Byron Kilbourn, who came from Ohio as a United
Stales land sur\e3'or. Kilbourn selected an eligible
site on the west side of the river and founded the village
of Kilbourn, afterwards known as the West Side. Immi-
gration was now started and the three villages named
after their founders were rapidly growing.
Juneau became first postmaster in 1835. Milwaukee
Smith, the first full blooded white child was born this
same year. On September 19 of this year, the township
of Milwaukee held its first election and thirty-nine per-
sons exercised the right of sufferage.
Since then Milwaukee's history has been within the
memory of citizens now living, who have seen Duck
island grow into a magnificent building and the marsh
covering the Fourth ward filled with dry homes. No
brick helped the mvly settlers and the unbroken forests
only, supplied the needs of the architect and builder. On
the West Side progress was as rapid, and rapid growth
ended in phenomenal increase.
The year 1837 brought a panic and a set back which
would have destroyed a less solid settlement. The con-
solidation of the various villages in May, 1839, mark the
real beginings of the citj-, and efforts were made to
bridge tiie river. This ended in a hot war, mob rule and
riots of several grades of rancor and hatred. In 1846
Solomon Juneau was elected mayor of the city of Mil-
waukee, incorporated that year with 9,500 inhabitants.
The improvement of the harbor facilities of Milwaukee
began to be agitated in 1S35, but not until 1855 was the
work properly done, and until 1876 the improvement wa
prosecuted.
The Milwaukee and Mississippi Railroad began work
in 1849, and in 1857 the Father of Waters was reached
at Prairie du Chien. This was the moderate beginning
of the Chicago, Milwaukee and St. Paul.
The crisis of 1857 crippled the city's credit and set
ba( K its growth, financially, several years.
The city has suffered fifty-eight destructive fires since
the first conflagration wiped out Sam Brown's house in
1836. The losses ranged from $25,000 to $1,000,000,
MILWAUKEE IN 1 859.
and include the twice burning of the city records. The
first church was organized November 19, 1836, and was
of the Baptist denomination. Since then, thirty houses
of worship have been built. The first bank was the
bank of Milwaukee, chartered in 1836 and repealed in
1839. Of *he famous breweries, the Lake, established
in 1840 by Owens & Company, was the first. The first
propeller was launched in 1842, she was called the Van-
dalia. The first newspaper was the Sentinel, issued June
'7' i^37i aicl made a daily Januar}' 12, 1S50.
So hath Milwaukee grown and waxed great, as is
shown in another article on the Milwaukee of to-day.
Here is a romance. True, of the practical type, but still
a romance of men, growth and grit. It will be found to
(late when the Milwaukee of to-day is taken up.
534
'^ttxcd.JXaiWiiy-j^Vm/
MILWAUKEE OF TODAY.
FROM the days of Solomon Juneau to those which
the American Street Railway Association will
spend in Milwaukee in October, 1893, covers a
long period, in which the great city has developed and
become known over all the world. Its location for both
mercantile and residence purposes was happily chosen, and
the business districts are well concentrated and accessible.
Tall office buildings with all the modern conveniences are
numerous and are best described in our illustrations.
Residences all bespeak that air of prosperity which comes
capital invested in the city is extremely small, being but
S}4 per cent. This insures a proud and active interest
in the home industries, as will no other single influence.
AREA AND PAVING.
The city is unusually compactly built and comprises an
area of only twenty-one square miles within the limits.
The prominent streets are very generally and well paved,
there being 52.5 miles paved streets, 40 miles of paved
alleys and 200 miles otherwise improved. Two-thirds
lliK MILWAUKEE DEPOT,
SCHLITZ PARK.
WATER TOWER.
THE .SOLIJIEK-S HUME.
LAYTON ART GALLERY.
from ownership by the occupant. It has long been known
as a city of homes, to which the large number of costly
mansions have added a reputation which other cities
have envied. This steady and rapid growth is bringing
it into greater prominence each year.
When a city has advantage of mineral wealth, of
cheaper water-way transportation, and a rich agricultural,
grazing and timber country combined, its growth is
guaranteed.
Milwaukee is pre-eminently a self-contained institution.
Its business and manufacturing interests, like the city
itself, are the result of a natural and healthful growth,
and were not forced or "made." The ratio of outside
are of cedar block and one-third granite. No asphalt is
used. The present law assesses the first cost of paving
on the frontage, and repairs and repaving on the entire
ward in which it is. This has lead to considerable cheap
work where streets were paved for the first time, and the
law will soon be changed.
WATER AND SEWERAGE.
The two features of utmost importance to every city
are specially well provided for. The water supply is now
drawn from an intake 2,220 feet out in the lake and distri-
buted through 250 miles of mains. The principal pump-
ing station is on the shore at North avenue, which deliv-
^iJi£ctll\mlM^9^yuiv/
r.s:
ers to a standpipe and also to a reservoir on the west
side. 148 feet above the lake, from which point it is
again pumped to still higher districts. The dailj' supply
amounts to 21,500,000 gallons. A new intake is being
built farther out in 62 feet of water.
The 240 miles of sewers all emptj- into the rivers,
and to thoroughly flush the Milwaukee river there has
been built the largest individual pump in the world. It
delivers each twenty-four hours 450,000,000 gallons,
which are discharged into the river at a point three and
a half miles from its mouth, thus effectually flushing it at
all times. The largest day's record for this work is
520,000,000 gallons.
the southwest, which joins the Milwaukee at its outlet.
These afford 12 miles of navigable water, with a depth
of 17 to 18 feet throughout the year, and lined with 22
miles of docks. The rivers are spanned by 26 draw-
bridges and three stationary bridges. Five are turned'
bj' electricity, furnished gratuitiously by the street rail-
way company from their trolley circuit, and the others
will be electrically equipped in the near future. It is
customary to turn a bridge by electricity in one-fourth
the time required by hand. Current is led to the
bridge motors through a submarine cable. Several
are now turned by steam, but will soon be changed to
electricity.
SCENES ALONG THE THREE RIVERS.
CITY LIGHTING.
The city is well lighted, by both gas and arc lights,
the latter being furnished under yearly contract with the
city at a price of $110 per lamp per annum. Electricity
for business and residence purposes is chiefly furnished
by the Edison Electric Illuminating Company and the
Badger Electric Light Company. There are many large
and interesting isolated plants in the big breweries, hotels
and manufactories.
RIVER.S AND ISRIDGES.
All Milwaukee is divided into three parts by its three
rivers. The Milwaukee from the north; the Menomonee
from the west, which joins the former a half mile from
the mouth of the Milwaukee; and the Kinnickinnick from
THE LAKE MARINE.
As the lake provided the pathway which led the first
settlers to Milwaukee, so that lake was naturally the
means of their communication with the older civilization
of the east, and later with the other cities which became
neighboring ports. For many years, in fact, until the
steel construction supplanted wooden hulls, ship building
was one of the prominent interests of the city. As early
as 1836 two steam lighters were built for transferring
freight over the bar at the mouth of the river. They
were built by Mr. llubbell, were named the Menomonee
and Badger, and were the first vessels launched here.
Finest oak timber was abundant in the great forests
which extended back from the lake, and as late as 1849
."),•!(■>
(s)lAid^l/\ailM<dv9^Vtcw^
Capt. Clow built the schooner Honest John, appropriat-
ing all the timber necessary from the forest without the
slightest protest from the owners. Vessel building
steadily increased, until in the '50's a vessel was launched
complete, fitted out in just 46 days from the time of lay-
ing her keel. During the war the Christie was turned
out, and passing through several owners, finallj' was pur-
chased and put in commission as a blockade runner, but
was at last captured and destroyed by a United States
cruiser between the West Indies and a Southern port.
THE PABST BUILDING.
At one time two of the yards ranked among the largest
on the lakes, and vessels were built to cross the ocean.
The last steamers were launched in 1891.
The harbor is one of the best on the lakes, and thirteen
lake transportation companies, using over So steamers,
make this one of their chief receiving and discharging
ports, and 150 vessels winter here every year. The
harbor has never been closed, and the annual clearances
are about 12,000 vessels, with an aggregate tonnage of
6,000,000. Last year the coal receipts by water were
1,000,000 tons; of salt 500,000 barrels, and of lumber
200,000,000 feet.
RAILROADS.
Five well known lines of railroad enter the city, viz.;
Chicago, Milwaukee & St. Paul; Milwaukee & Western;
Milwaukee, Lake Shore & Western (last month became
a part of the C. M. & St. P. system); Chicago & North-
western and the Wisconsin Central. Both the C. M. &
St. P. and the C. & N. W. have very fine depots, which
are the largest in the state.
The railroad shops of the C. M. & St. P. are among
the largest in the country, employing 2,374 men, whose
irqrr^TjjnrT- 'iTfrf i»aftw.>ni '■'■
THE PLANKINTflN II\NK.
wages last year amounted to $1,600,000, and material cost-
ing $1,366,769 was used in car and locomotive building
and repairs.
B.\NKS.
The record of tlie financial management of Milwau-
kee's banks compares favorably with those of her sister
cities. From the first, in 1S39, these important institu-
tions had increased to thirteen in 1892. For that year
liiiittiiii
WISCONSIN MARINE AND FIRE INSURANCE BANK.
the deposits were $977,160,024, an increase of
$11,000,000 over 1891. The total resources were
$42,992,613. The banking capital is very largely owned
at home.
MANUFACTURING INTERESTS OF MILWAUKEE.
In its earlier day Milwaukee was known as one of the
leading grain markets of the world. As the current of
the cereals was gradually diverted through other channels
(^kcd ^J\ah/w^J^imr
537
more attention was paid to manufacture, all the essentials
of which are found here. It is a well known fact that a
manufacturing establishment producing, say a million
dollars of goods a year, will employ fifty times as many
men as a wholesale house doing an equal amount of busi-
ness. Of the groceries wholesaled here fully one-fourth
are home-made. In other lines, requiring iron, wood and
coal, raw materials are near at hand in the iron mines of
her own state and Northern Michigan, from whence also
comes lumber, while coal is imported from the east by
cheap water freights, or from Illinois. Her immense
breweries draw their barley supply largely from the state.
great cities of Europe. It constitutes the largest industry
in the city, while one establishment, the Pabst Brewing
Company, is the largest in the world, alone producing
last year 1,061,788 barrels, while the total output of all
the breweries was 2,348,739 barrels.
MILWAUKEE URICK.
When in 1835 an attempt was made to burn some
brick recjuired to build a chimne\' on Solomon Juneau's
house, great disgust and disappointment was occasioned
on discovering the little kiln was filled with white or
cream colored blocks, instead of the regulation red article.
EA^T WATER STREET LOOKING EAST FROM WATER STREET MRIUtlE.
as do the tanneries their tan bark. Gigantic as are the The incipient brick makers concluded Solomon would
breweries they do not in the aggregate constitute but one- have to use the hole in the roof another year, and pro-
tenth of the manufacturing business of the city, a state- ceeded to throw away the worthless product which had
ment of which for 1892 is surtimarized as follows: cost them so great pains. Imagine their surprise to dis-
Niimber of establishments 3,560 cover that the white bricks were of excellent hardness
Number of employes 53,873 ^^^ durability. The extensive use of the light colored
Capital mvested $94 WJ.SOo u • 1 ■
Amount of wages paid. 1(128,067400 bnck occasioned the familiar title of the "Cream City of
Value of the year's production |i45,j9.(.5oo the Lakes," a name for which the breweries were in no
.Mil WAUKKF BEER ^^^ responsible, as many erronously suppose. The pro-
duct last year sold for more than $1,000,000.
Who has not heard of Milwaukee beer.'' Not only is
it to be found in every large city on this continent, but it pork packing.
is served on the ocean steamers and is for sale in the John Plankinton started the packing interests of the
city, which have now assumed large proportions. The the grain receipts
well known millionaires whose names are associated with -^ Milwaukee from all sources for 1892 were as follows:
the history of this business are P. D. Armour, Frederick
- ,T-.i iTi/~iii rT>ii 1 Wheat, bushels 15,204,639
Layton, and Patrick and John Cudahy. The last named ^om bushels 1,396,790
are now completing a mammoth plant at the new suburb Oats, bushels 6,716,398
which they have laid out and named "Cudahy." The Barley, bushels 11,778,298
product is sold in Canada, Europe and the Southern " ' '^ —
states. For the year ending February 28, 1893, the '^°"'' ''"^h'^'^-- 36,683,849
receipts were, of hogs, 482,483; of cattle, 85,267, and of the e. p. allis company,
sheep, 66,948. , . . .,.,,. „ ,
whose position as engine builders is too well known by
THE ILLINOIS STEEL COMPANY Street railway men to need special mention, have in their
has a branch at Bay View, a suburb of Milwaukee, Reliance works a floor space of seventeen acres. The
located on the shores of Lake Michigan. The works grounds cover five city blocks, or 24 acres. Besides
were founded in 1866 by Captain Ward, who was also the making steam engines they manufacture flour and band
MILWAUKEE I'LANT OF THE ILLINOIS bTEEL COMPANY.
founder of Ward's Rolling Mills, in Chicago, which later
formed the nucleus for the Illinois Steel Company. The
Milwaukee Works were built with the design of having
a convenient point at which the ore from the Michigan
iron districts could be handled without the amount of
transportation necessary to carry it to Chicago, and were
known as the Milwaukee Iron Works. These mills have
since turned their attention to other than crude ore smelt-
ing, and now roll various finished iron and steel products.
They were taken into the Illinois Steel Company consoli-
dation in 1889. The finished product in 1892 amounted
to 107,131 tons. The average number of men employed
is 1,350, and the yearly product is $5,000,000. The
manager of these works is Francis Hinton.
saw mill machinerj'. Beginning thirty-four years ago,
they were the introducer^ of high duty triple and quad-
ruple expansion engines in America, and to-day when-
ever Corliss engines of unusual size are talked of it may
reasonably be expected that they are Allis make. The
products of these factories amount to $3,000,000 yearly,
and the monthlj' pay roll is something like $75,000.
LAST YEAR
vhich
the coal receipts amounted to 1,373,414 tons, of
469,144 were reshipped.
The lumber receipts were 399,107,000 feet; shingles,
42,774,000 feet; lath, 11,039,000, and cedar posts
603,730.
(^lic£tj\aiWa|^9\eVmV'
539
The receipts of hops were 2,203,568 pounds.
Production of flour was 2,117,009 barrels.
CHURCHES.
Naturally a "city of homes" is found to be a city of
churches and Milwaukee is no exception. There are 120
churches, including all the better known denominations,
and some of the edifices and cathedrals are very tine
structures and expensively decorated and furnished. The
Y. M. C. A., with nearly 1,000 members, occupies its
own handsome building.
ART AND MUSIC.
Milwaukee has a national reputation for both art and
36 by 49, William Powell Frith; "The King's Trum-
peter,"' 56 by 67, Sir John Gilbert; "The Broken Bank,"
51 by 38, Ludwig Bakelmann; "Beatrice and Benedict,"
45 by 63, Hughes Merle; "The Hospital Garden," 115
by 72, C. Frithjof Smith; "The Benefactress," 60 by 36,
Ernst Henseler; "Want, The Pawnbroker's Shop," 54
by 39, Frank Holl; "The Frolic After the Wedding,"
48 by 78, John B. Burgess; "A Lonely Road," 18 by 15,
Jean Charles Cazin; "The Latest
Acquisition," 56 by 44, Prof. August
Holmberg; "The Rivals," Mihaly
Munkacsy; "The Surrender of the
Moors at Granada, A, D., 1402,"
Francisco Pradilla; and "In the
WASHINGTON PARK — GRAND AVENUE.
music. The Layton Art Gallery contains one of the
noted collections on the continent, and is the gift to the city
of one of its millionaire packers, Frederick Layton. The
building and grounds cost $125,000; and while contain-
ing but 150 pieces of statuary and canvas both are particu-
larly choice. The life size marble group entitled, "The
Rebellion," is the gift of P. D. Armour, and cost $25,000.
Among the paintings worthy of special mention are
"Two Goats," by Rosa Bonheur; "The Water Gate,"
86 by 70, Emile VanMarkle; "Homer and his Guide,"
56 by S2, Wm. Adolphe Bouguereau; "The Pilot Boat,"
56 by .\o, Edward William Cooke; "Swift and Vanessa,"
Studio," 80 by 63, by Michael Munkacsy. Of these a
large number are the gift of Mr. Layton, who makes
additions each year when in Europe. The collection is
the finest offered the association since its visit to the
Corcoran Gallery in Washington.
THE soldiers' HOME.
Perhaps the most interesting place in Milwaukee is
the Soldiers' Home. In a beautiful park of 490 acres,
largely covered with natural trees, are the attractive and
comfortable buildings where upwards of 2,000 of the
boys in blue are waiting for the final muster out. The
540
(p\jwd^j^aih^jajfj\^j^^
members of the Home include many whose faces betoken
education and ability, but, with comrades from the more
common walks of life, hampered and weakened by the
exhaustions of war, ha\'e waged an unequal battle in
the conflict for self support and, at last, have taken refuge
in the home which a grateful nation has provided.
It is extremely interesting to spend a day with the
"boys," to look into the kindly faces and hear the story
of forced marches and hard-fought battles from the lips
of men who escaped while hundreds fell. But tears rise
unbidden to the eyes of the visitor as he cannot fail to
note the bended forms, the faces that tell of a generation
of suffering of which the tongue makes no complaint,
mouths through a bank of flowers on the other side; the
name of Grant in red geraniums, bordered with delicate
foliage plants; and other reminders of old days are at
ever}' turn; but floating high above everything else is
that flag, a picture set in sky blue, to which the veteran
loves to turn his eyes as self communes with memory.
The home is commanded by a "governor," Colonel
Cornelius Wheeler, to whom the boys are greatly
attached.
Guides are employed by the home to show visitors
about the grounds and buildings. They are well posted,
rea:dy and willing to tell all about the routine and build-
ings. They can be alwaj's found in the hall and about
MU.WALIKKK RIVHK LOOKING NURTM I'ROM GRAXD A\l'NLrR HRIIHjK.
and to see that few venture out under the trees in the
seats reserved for their exclusive use without friendly
cane or crutch. Hardly a week passes but some soldier
is transferred from his hospital cot to the quiet cemetery,
which friendly trees hide from vision at the home. The
caisson carries its silent burden, the band plays its solemn
dirge, the chaplain pronounces a few words, a volley
echoes through the peaceful valley and the procession
returns with the same military precision with which it
came.
Brass field pieces rest at picturesque points; a high
earthwork, behind which huge cannon poke their silent
the reception room of the main building. A large green
house at the home is well worth a visit.
The Soldiers' Home had its start as a result of a fair
given by the ladies of Milwaukee in 1866 and raising
$100,000 for the first purchase of ground. It was trans-
ferred to the United States government soon after, and is
now under the charge of a board of managers appointed
by Congress. It is located a mile west of the city limits
and four miles from the lake, in a charming grove.
The buildings were built for this purpose and are,
therefore, cheerful and commodious. The main buildin<r
o
contains officers' assembly rooms, sleeping wards and the
<^f\ii^v^ajh>^\f^w^
541
dining room, which seats i,ooo at once. At meal time
the men file in and remain standing until the bell strikes.
All are then seated, each man occupying his own num-
bered seat. At a second signal the meal is commenced.
The table is entirely set in advance and all the work per-
formed by the men. A handsome librar}- has just been
completed at a cost of $15,000. It now contains 7,400
volumes and receives 185 papers and magazines. Inmates
of the home are governed b}' army rules. The present
membership is 2,610, They represent every state in the
Union, and civil and American wars. Members must
retire at nine and not arise until six. Those who are able,
do light work around the home one half day each week,
and those doing regular work receive pay. Clothing and
laundry are free of charge. A chapel, costing $9,000,
seats 600 people, where Catholic and Protestant
denominations hold numerous services. The Ward
memorial hall contains a first-class theater, fully equipped,
where weekly entertainments are given free to the mem-
bers, the money being derived from the "post fund," which
fund also pays a brass band for daily open air concerts
given dunng pleasant weather. A model farm of 100
acres is conducted. The military feature of a guard house
is preserved, for disorderly members. There is also the
"canteen," conducted under the supervision of the home
and designed to "freeze out" the low saloons that form-
erly found resting places round about. The income sup-
plies the " post fund" before mentioned. Nothing
stronger than beer is sold, ten barrels of which are
consumed every day. There is a regular post office on
the grounds, entirely separate from that of Milwaukee.
The funerals of the home are carried on in a very
impressive manner. A Keely Institute is maintained at
the home, having been started last winter under the
management of Governor Wheeler. Its membership is
204, with a lapse into drunkenness of only thirty-two, in
spite of the innumerable saloons in the vicinity. It is said
to have greatly increased the order in the home. The
local management of the home is under Colonel John L.
Mitchell.
THE MILWAUKEE STREET RAILWAY COMPANIES.
BY reference to the article in this number of the
Review, on the history of rapid transit in Mil-
waukee, the progress of the art transportive
may be found outlined.
How the transportation is really effected is another
story: in fact, this story.
As mentioned in the history, there is now but one
are electrically equipped. The rail is mainly girder, set
on chairs, of 63-pound Johnson type. The power house
is passed by all the cars on the line, and is situated on
Wells street, between Eleventh and Twelfth. It is a
three-story brick building, 60 by 120 feet, and contains a
250-horse-power and one 3So-horse-power Reynolds Cor-
liss engine, fed by four loo-horse-power upright Rey-
. - M:-- --^>
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HIGH TRESTLE ON THE WAUWAUTOSA LINE.
active and independent street railway system in Milwau-
kee, as the two lines known as the Pfister and the West
Side lines are just waiting the time when they will be
absorbed. It will not be amiss, however, to outline at
least the facilities of these two smaller plants, and to
begin the investigation let the visitor go down Grand
avenue to the handsome stone edifice known as the Loan
& Trust Company building. Here Secretary and Man-
ager T. J. Durnin will explain that the West Side Street
Railway Company owns 21 miles of track, of which 19
nolds boilers. Four lOO-kilowatt Edison generators fur
nish the current, which is carried by No. 2 silicon bronze
wire on side poles. Return is continuous copper. The
car equipment consists of thirty-four motor and thirt3'-five
trail cars, built mainly by Jones, with a few cars of other
makes. McGuire trucks and Barre wheels are used.
The Jones cars and the McGuire trucks are considered
by the manager to be superior in strength and durability.
The cars are lighted by electricity, and friction brakes
are the only ones needed, as the maximum grades are
542
^tted^if^aiWay-j^Vm/
only 5 per cent. A. McNaughton is superintendent of
the line and Washington Becker is president.
THE PFISTER LINE,
in the hands of Receiver Melms, is really known to the
law as the Milwaukee Electric Street Railway Company.
Charles Pfister is the president; C. Landsee, secretary
and treasurer, with Mr. Melms as lord-high-executioner.
The offices are in the Academy of Music, on Milwaukee
street. The line has thirteen miles of track, with twenty
cars, all electric. The line was started April 19, 1S90,
and has been operated steadily since, in spite of its
romantic legal history and many trials. The rail is 45-
show of his real ability, and the present state of the finan-
cial situation, which is preparatory to transfer, takes
away the interest in the line's equipment that might other-
wise be evinced. Mr. Melm's late showing is highly
complimentarj' to the economy of the receiver and places
affairs in better shape than they have been before.
This brings us to the real object of the present writing,
a description of the plant and line of the
MILWAUKEE STREET RAILWAY COMPANY,
the wonderful improvement of which was the occasion of
an extended article in this magazine, in the July issue of
1892.
THE MILWAUKEE CAR IIARNS.
THE CHESTNUT STREET BARN.
THE FARWELL AVENUE BARN.
THE THIRD STREET BARN.
THE NATIONAL AVENUE BARN.
pound flat on stringers, and does very good service, con-
sidering its light weight. At the power house there are
no particular practices that differ from the ordinary. The
power is ample for the number of cars operated, as 700-
horse-power in boilers supply a 350-horse-power AUis-
Corliss compound condensing engine, which drives a 300-
horse-pow'er General Electric dynamo. The rolling
stock is mainly from the St. Charles Car Company, of
Missouri, and the late Northern Car Company, of Minne-
apolis.
Mr. Melms' particular position is one that precludes any
The company has now over 100 miles of track in oper-
ation, running a total of 200 cars, with contemplated
extensions that will increase the mileage to a consider-
able extent and bring the system nearer the goal of the
"largest electric street railway system in the world."
The system now comprises the old Cream City, the
Milwaukee City and two dummy lines, one to the beauti-
ful resort of Whitelish Bay and the other to Wauwautosa,
a growing residence suburb.
The guage of the track is standard, with grades rang-
ing from 6 to 9 per cent maximum. The track is laid
(^ttcctlF^aikoy-j^Vm/
543
mainly with Johnson girder and Illinois Steel Company
firder, with the latter in the majority. The streets are
cedar block paved with several long stretches of mac-
adam and cobble. The light traffic on the cedar block
fives it some advantages over cobble, but the business
streets are better suited with the old fashioned cobble.
The company is required to keep the street in repair
from curb to curb. The curves on the line are mainly
of 40-foot radius, but a few are much closer to a right
angle. The Whitefish Bay dummy line is woefully
crooked and in sections quite rough, but will be improved
and electrified at some future date. The resort at the
bay is owned by the Pabst Brewing Company and is
well worth a visit. A lovely view of blue lake and blue
sk}', with the green bluff for a background, is well worth
the trip. The Sunday traffic on the line is immense.
The electric cars connect with the dummy and the fare to
the resort and back is twenty cents.
THE ROLLING STOCK
of the Milwaukee Street Railway is probably the best
study in car building that can be found in America, as all
the best makes are well represented; most prominently,
however, Laclede, American, St. Louis, Brownell, Gil-
A TRAIN ON IHE WHITE I-lbH BAY DUMMY LINK
bert, Jones, Northern, Ellis, Lamokin and Stephenson;
mounted on McGuire, Randall, Taylor, Three Rivers,
Peckham, and car builders trucks all doing good service.
Several eight wheelers, made by the Northern Company
and the American Company, are seen. A curiosity in
aged cars is a Stephenson 16-foot bobtail, now running as
trailer, that was sold originally to the River & Lake
Shore Company in the 6o's, and has been doing nearly
thirty years' service. There are about 200 cars all
told.
THE POWER HOUSE
that attracts the most general attention, is the main plant
on Edison avenue, formerly River street, near the river,
for convenience of fuel carrying and condensing water.
The building is an immense affair, measuring 100 by 103
by 95 feet high.
On the ground floor, which is solidly built in concrete
and brick, are bedded five 6oo-horse-power engines, fur-
nishing power for the railway system. These engines
are of the Edison vertical triple e.xpansion direct coupled
type, designed by J. C. Henderson and built by J. Mor-
ton Poole Company, of Wilmington, Del. They meas-
ure i6}4, 23^8 and 3S}4 by 30-inch stroke. They run
at 160 pounds steam pressure and carry two 200-kilo-
WIIERE THE FEEDERS REAPPEAR OPPOSITE THE POWER HOUSE.
watt dynamos each. They run at 120 r. p. m. and stand
21 feet high. The floor space of the room is 100 by 45
feet and the engine room is 34 J4 feet high.
The boiler plant consists of 18 Galoway boilers, made
by the Edge Moor people, of Delaware. These boilers
are arranged in two batteries, of 9 each, one atjove the
other. How it was done is shown in our engraving.
if g.
^
HOW rilEV RAlSEn IHE IUHLERS If) THK SKUOM> ILUCR,
Why it was done — well, it economized space. Forced
draught from Sturtevant blowers, coal conveyors,
Wheeler condensers and Knowles pump add to the com-
pleteness of the plant. The headers from these boilers
are four in number, 66 feet long and 16 inches in diame-
ter. The horse-power of the boilers is 200 each, all
internally fired and working at 160 pounds pressure.
544
(^IJwd'J^ii^/aArS^w^
Wass grease extractors and the DeRyke separator are
attached to the exhaust and steam pipe of each engine.
The street railway plant is on the ground floor, but
upon the second floor, set upon a solid concrete base, are
five engines of 300-horse-power for the light plant. The
General Electric multipolar dynamos are ten in number,
direct coupled to the engine shaft, with the commutators
on the face of the armature and practically a part of the
winding. There are six feeders to each machine.
The gramme ring armature is 84 inches in diameter.
There is at present completed a system 78 miles in length.
The Wisconsin Bridge & Iron Company-, of Milwaukee,
made the handsome and durable center poles.
The meager sketch given here of the system shows
only a few broad generalities, which a close inspection
will resolve into many interesting particulars.
The temporary plant near the Kinnickinnick avenue
barn is a 1,000-horse- power auxiliary to the main plant,
intended only for a few months' use, but which now
has been doing first-class economical service for nearly a
THE NEW KINNICKINNICK BARN.
THE STORE ROOM.
A FRONT VIEW.
The Italian marble switch board, made by the General
Electric Company, is in two sections, one for the dyna-
mos and one for the 40 of feeders. All feeders are laid in
Edison underground tubing, feeding in 21 sections. The
feeders are fused at both ends. The trolley line is mostly
of the center pole pattern and the wire is No. 2 hard
drawn copper.
The auxiliary main is of No. o wire, and to this main
the feeders are connected, and at every fourth pole a sub-
feed is taken off the trolley from the auxiliary main.
THE MACHINE SHOP.
THE CAR STORAGE.
year. The engines are a second-hand Providence-Cor-
liss and a second-hand Reynolds-Corliss, of 500-horse-
power each. The site was formerly a foundry, but in
spite of all these conditions the plant is as neat as care
and scrubbing can make it.
SOME FEATURES
that are commended to the investigation of visitors at the
convention are the methods of ground return, which is by
rail and by water pipe, the tension being equalized by
(p1Ji^j{aAWwf\i^^^
545
cross wire connections of these two media, at intervals
where they are in proximity. Tests show that electroly-
sis is avoided, and that the return is much better. The
street railway company also furnishes power for several
of the draw bridges across the river. A 15-horse-power
motor is used at these bridges, running by a small trolley,
to which power is furnished by submarine feeders. The
bridge approaches and skates are of local construction,
and \ery effective. From the light plant, which is for
commercial use, some 300-horse-power for stationary
motors is rented, besides the 10,000 lights to various
business houses and residences. The induced traffic is
carefully looked after. Whitefish Bay, on the dummy
line; National park, on the Soldiers' Home & Walnut
street line, which also passes Soldiers' Home and Schlitz
park; the South Side park, reached by the Holton ave-
nue & Bay View line; Shooting park and Lake park.
till December 28, by a horse barn and car barn combined.
On this date the whole structure was destroyed. The
old building was 270 by 204 feet, and two stories high.
Its value was $35,000, while the machine shops were worth
$30,000, besides $70,0000 in tools, machinery and cars.
The rapidity in which rebuilding was completed is notable.
In the second story of the corner front, and extending
along Maple street, are several suites of offices for the
superintendent and electrical engineer (the office is a
combined one), the car accountants and ticket men, the '
superintendents of operating departments and the service
generally, besides a waiting room for conductors and
motor-men, with every convenience of bath room, read-
ing tables and clothes lockers. This front has bay win-
dows commanding a full view of both streets for many
blocks. Beginning at the south end of the building, on
the Maple street front, a commodious otFice is placed for
^BURNING OF THE OLD KINNIClvINNlCK BARXS, DECEMBER, iSyJ
tapped by the Farwell avenue, North avenue, and Mit-
chell street and Cambridge avenue lines, which also
lead to Ludermann's-on-the-River.
Eight bridges are crossed bj' the street railway, and
several railroads offer first-class chances for bad accidents,
were it not for the care Mr. Hommell takes of his pas-
sengers.
THE KINNICKINNIC .SHOPS AND BAKN
will be an object of universal interest and should be
the subject of close study by the visitor. The structure
is situated at the corner of Kinnickinnic avenue and
Maple street, on the south side, and is 300 by 300 feet in
dimension. The corner front is three stories and basement
in height, while the remainder is two stories iiigh and half
ba.sement, for car pits.
The present site of the repair shops was occupied up
the use of the stock department. Harry de Steese is in
charge and will take pleasure in showing the visitor the
room injmediately behind the office, which is a magnifi-
cent store room, 40 by 60 feet in dimensions, with shelves
and cabinets in abundance for the accommodation of the
repair force. Next, on the same level, is the armature
room, where all the motor and dynamo winding for the
entire system, is done. .\11 the men are experienced,
and when change in the winding is found expedient, it
may be done here without the trouble and e.xpense of
shipment. The armature room is next the store room, to
facilitate the handling of the wire. Twenty men are
employed at present in the winding room. A bake oven
and in fact every necessary' appliance is at hand to make
the armature room perfect. It is connected vvith the
machine shop by an electric elevator. The armature
54(5
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room, in common with the rest of the shop and barn, is
lighted electrically.
Immediately below the armature room and extending
the length of the building, is the machine shop, where
wheel presses, lathes, drill presses, screw cutting machm-
ery, millers and other appliances for rough or fine work
are found. An old water-proof, Thomson-Houston,
50-horse-power double reduction motor is installed here
as the motive power and faithfully fulfills its function.
MICHIGAN STREET I!R1D(;E AIM'ROACH.
Forges and anvils, together with a rail bender, enable the
company to do all its own smith work and crossing and
switch work, besides general repairs.
Next to the machine shop on the north is a boiler
room of 30 by 30 feet, containing three boilers, which
will later do service for the plant. A store room for
underground supplies is also found here, and great coils
of submarine cable, Edison tubing and cables give the
room a Jules Verne appearance, intensified by the "dim,
religious light" from the basement windows. This ends
the elevated part of the structure. The rest of it is onlj'
slightl)' raised and is the car barn proper, a good view of
which we are able to reproduce. There are eleven
tracks, capable of holding over a hundred cars, all told.
The pits are electrically lighted and a repairer can go
from one pit to another at any place along the tracks. This
also facilitates fire fighting and gives good ventilation.
The building is of brick and of slow burning construc-
tion. At present the reserve equipment is the principal
storage.
In course of time a new power house will be built on
land already the property of the company, abutting the
car barn, and [the foundation is already laid for a paint
shop, 125 and 325, giving fifty men employment. A
side track from the Northwestern railway provides
ample facilities for the shipping of supplies. The remain-
ing car barns for the system are situated at Third street,
National avenue. Chestnut street and Farwell avenue,
and at Kinnickinnic avenue. They are well represented
in our engraving, although giving no points of particular
interest.
RAILROAD RATES TO CONVENTION.
THE close proximity to the World's Fair of the con-
vention city, has this year relieved the secretary
from the necessity of securing special rates, as the
round trip rate to Chicago is, from most points, less than
the one and a third rate usually granted the association.
Delegates should purchase round trip to Chicago and
then buy round trip Chicago to Milwaukee, between
which two cities special exxursion rates are in force.
HOTELS IN MILWAUKEE.
THERE will be all necessary hotel accommodations
in Milwaukee, though the favorite headquarters,
the Pfister, will claim the large majority. This
hotel is one of the finest on the continent and a veritable
THE HOTEL ITlblEK — THE HKADQUARTER'S HOTEL.
palace, run on both the European and American plan, for
which latter the rates are only $4.00 to $5.00 per day. It
is one of the sights of the city and is conveniently near
the exposition building, the Layton art gallery and other
public buildings.
EXHIBIT SPACE.
AS described elsewhere, the facilities for exhibit
exceed any of previous conventions. Exhibitors
should make application at once, addressing W.
J. Richardson, secretary, 166 Montague street, Brooklyn.
Building will be open to installation on and after October
9. Space will be charged for at the rate of ten cents per
square foot.
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548
(^ticctiF^ailM^^^ylW*
THE STREET RAILWAY MEN OF
MILWAUKEE.
WHEN one sees a city whose street railway
system is marked by a progressive manage-
ment, he has no occasion to further question
the policy and ability of the men who have it in control.
Hence our readers need not be reminded of the strong
business qualities which characterize the men who repre-
sent the Milwaukee street railways. In this list the most
prominent is
HENRV C. PAYNE.
Perhaps the best known man in the double role of
street railway manager and statesman is Henry C.
Payne, whose generosity as manager of the Milwaukee
HENRY C. PAYNE.
Street Railwaj^ Company has made possible the holding
of the American Street Railway Association at that
Electrical Cream City.
Mr. Pajne is 49 years of age and has been a resident
and a chief factor in the growth of Milwaukee for the
past thirty years.
In the capacity of president of the Milwaukee &
Northern Railroad Company and receiver of the Northern
Pacific Railroad, he is called brother by our steam road
contemporaries. The Wisconsin Telephone Company
look up to him as head of that important organization,
while his voice is heard in the commercial councils of
men that shape the policy of the First National Bank.
Besides this wide range of executives duties he is con-
nected with a number of other financial enterprises.
From his interest in local politics, Mr. Payne has been
twice delegate-at-large to the national conventions of the
Republican party; once at Chicago in 1888, and in
Minneapolis in 1892. He has also served his political
affiliation as chairman of the state republican organiza-
tion, and was recently for the third time an active mem-
ber of the committee that has shaped its national policy
— once as chairman of the executive committee. In fact,
in the less than thirty years of his active life, perhaps, no
other man in Milwaukee has been more prominent in
every phase of public spiritedness.
As a street railway manager he is counted one of the
best in the country, and his views carr}^ the weight which
always attaches to one of wide experience and superior
executive ability. Personally he is a most genial and
warm hearted gentleman whose friends are as far reach-
ing as his acquaintance.
ALEXANDER W. LYNN.
The superintendent and electrical engineer of the
Milwaukee Street Railway has had the most varied
experience of any man in the service. He was born at
Saratoga, N. Y., and attributes his great love for water
as a beverage to this fact. He is
46 years of age and looks ten
years younger than the family
bible sa5's he is.
As the j'oungest of seventeen
children, Alexander was required
to obtain his own forage. It was
this circumstance also that saved
him from becoming a spoiled child
After learning telegraphy, and
becoming an expert penman, Mr.
Lynn taught these branches a. w. lynx.
several years and then ran a mail
route in Wisconsin. Going to Denver to recuperate his
failing health he followed up his experiences by becom-
ing in succession a railroad brakeman, a conductor and a
farmer. In 1882 Charles Hathaway, of Cleveland, took
him into the service^f the Racine Street Railway Com-
pany and finally made him superintendent. He, in this
capacity, also managed the change of the several other
lines to electricity. At the end of this time Mr. Lynn
went to Milwaukee as superintendent, where he has since
been in active annd successful street railway work.
(lEORGE W. HOMMELL.
The west has drawn largely on New York for street
railway men and, as usual, it did so most successfully
when Mr. Hommell left his na-
tive city for Milwaukee.
It was about fifty years ago
that Mr. Hommell discovered
America, and it has been thirty
or more years since he made his
debut in that able, distinguished
society of street railway men.
His early education was attain-
ed in the excellent public schools
of New York City and at Col-
lege Hill, Poughkeepsie, at which
latter institution he was a classmate of Cornelius Vander-
bilt. The two men have been life-long friends.
At the breaking out of the late war Mr. Hommell, then
but a lad, entered the naval pa^'master's office in New
York, where he remained twelve years. At the end of
W. HOMMELL.
(^iJi^ J\mWxiy' j^Vtc^
549
this period he entered upon the street railway career in
which he has been markedh' successful. He began rail-
way work under E. S. Dickerson, now deceased, then
president of the Third avenue road. A long service
here was left to become manager of the Forty-second
street road. New York, which he successfully inaugu-
rated. The Battery, Dry Dock & East River was his
next field and where he remained until in i8S8 Wall
street capitalists acquired the Milwaukee Street Railway
and placed him in charge. When the Villard consolida-
tion occurred Mr. Hommell became superintendent of the
operating department of the entire system.
Mr. Hommell is an unusuall}' active man, and but for
his grey beard might be judged ten or fifteen years
younger than this truthful sketch avers. He has an
interesting family and his son George, junior, is already
taking steps in his father's profession. In politics Mr.
Hommell is a republican of the most pronounced type.
OTTO M. RAU,
the electrician of the consolidated lines, is one of the
many bright, self-made electricians who have made the
commercial electric railway and light plant possible.
Mr. Rau was born twenty-four
years ago in New York, where
his school daj-s were passed, be-
ing graduated from one of the ex-
cellent high schools of the metrop-
olis.
His railway experience is co-
eval with the electric railway, be-
ginning, as he did, with the Daft
Electric Light Company of Green-
ville, N. Y., and assisting in the
starting of the first practical elec-
tric railway at Baltimore.
Finding the railway work to his taste, and having
abundant faith in its possibilities, he connected himself
with the Electric Traction Company, of Marion, N. J.,
doing general superintending and overseeing installation.
Among his first works were the lines at Bloomtield
and Meriden, Conn., the latter of which, built in 18S3,
was the largest hitherto attempted.
After this experience and education Mr. Rau became
a member of the electrical engineering staff of the Edison
General, where he remained until 1891, wiien he came
to Milwaukee to take full charge of the expert work of
that important plant.
Mr. Rau is a worthy member of the Milwaukee Elec-
tric Club and the inventor of several valuable devices, with
other patents now pending on a full line of overhead
materials.
T. J. DURNIN.
The manager of the West Side Street Railway, better
known as the Becker line, is another young man old iri
railway experience,
Mr. Durnin was born in Milwaukee in 1862, and
began his business career and street railway education at
O. M. RAU.
j. DURNIN.
the same time, when at the age of thirteen, or in 1875, ^^
took a position as office boy with Mr. Becker.
"M\- subsequent career," said Mr. Durnin, " is not
startling. I worked through every successive stage of
street railway management. I
counted nickels, kept books, sup-
erintended construction, conferred
with city councils, managed the
men, the rolling stock and the
kickers. I haven't even had time
to fall in love or get married, so
you see I've been fairly busy,"
Mr. Durnin's business experi-
ence has been of the most valuable
kind, and whether he remains in
the fraternity of street railway men,
or goes into new fields, the success attendant on faithful
performance of duties and an ability consequent upon
such responsible positions as he has held, will surely be
his.
«. J. MELMS,
the receiver of the Milwaukee Electric Railway Com-
pany, is a surprise to people who come to his office expect-
ing to see some staid old gentleman of the usual receiver
pattern, for Mr. Melms is but thirty-two years of age,
although, if judged by his experience, hke the small
darkey, "he is 'most a hundred."
Mr. Melms is a graduate from the electrical engineering
course of the Institute of Technology, Worcester, Mass.,
from which institution his good record gave him immedi-
ate entrance to the Thomson-Houston Company, with
which organization he remained seven years in various
important capacities. The first three years' construction
work in the United States claimed
his attention, in which time he had
charge of several large plants.
The following four years Mr.
Melms went abroad in special
work for the Thomson-Houston,
installing plants at Milan, Mont-
pelier, Paris, Geneva, Hamburg
and other cities, and during the
Exposition at Paris was in charge
of the American exhibit of the
Thomson-Houston. He also
acted as chief engineer of the Parisian sub-company.
During his residence in Italy he met, wooed and married
the accomplished sister of C. E. L. Brown, the dis-
tinguished English electrician.
On his return to America Mr. Melms took charge of
the expert work of the Chicago office of the Thomson-
Houston until called to the receivership of the Milwaukee
road.
G. J. MELMS.
"The other side of the street, lady," said a Broadway
conductor yesterday to a woman trying to stop a car on
the wrong side. " But," insisted the persistant woman,
" I stood on this side when I took this same car to come
down."
550
<p)iMjd/j{aAM/Ja^
OUR BRITISH VISITORS.
PARTIALLY on account of its proximity to the
World's Columbian Exposition and partially on
account of the lively interest that is awakening
in England on the subject of rapid transit, the coming
Convention will be honored with the presence of several
prominent English tramway managers and rapid transit
enthusiasts.
Facile princeps, the most prominent street railway
man of the United Kingdom, is the long-time president
of the Tramways Institute of Great Britain and Ireland,
whose quick interest in all the progress of American
street railway practice, makes him almost as well known
in Chicago as in London,
W. J. CARRUTHERS-WAIN,
the managing director of the Birmingham Central Tram-
ways, the Croyden, the North Staffordshire and others.
In the house of Walter Scott, at Abbottsford, there is
a room devoted to the arms
and banners of the Scottish
clans, and one of the most
noteworthy is that of the
Carruthers and the barons of
Mouswald, from whom the
subject of this sketch is de-
scended. On the other side
of the house he is connected
with an old English family,
which has at various places
and simdry times served its
country with distinction.
Mr. Carruthers-Wain's early life was spent in Canada,
where he was educated and originally intended for the
church. Pendmg decision on this question he was
appointed to a position on the Brighton Railway, of Eng-
land, and filled in his spare time by reading for the bar,
to which his tendencies and inclinations carried him.
However, so rapidly was railroading acquired that a bril-
liant offer of the assistant-secretaryship of the railway
company decided him in that noble army of martyrs in
transportation service.
Shortly after this, in 1885, his physician advised him to
go to Australia for his health, but disregarding this advice,
he stayed in the mother country to rapidly advance to the
front ranks of financiers. He became subsequently man-
aging director of the Birmingham Central Traction Com-
pany, which he raised from £14,000 to £38,000 in four
years.
Any street railway corporation which finds itself in a
bad state calls upon him and in nine cases out of
ten the trouble is diagnosed, the remedy applied, and the
undertaking restored to solvent health.
Although little past thirty, in a country where men
must be old in years before they become old in experi-
ence, Mr. Carruthers- Wain has succeeded as remark-
ably as can be asked of the most progressive American.
Throughout the kingdom Mr. Carruthers-Wain is
VV. J. CARKUTliERS-WAlN.
CJlKJbTUrilliR JAMES.
regarded as the authority on all tramway matters, and to
him the Tramways Institute owes its present active inter-
est and life. His presence and voice at the Buffalo con-
vention are in pleasant rememberance and a warm wel-
come awaits his arrival.
From the thoroughly progressive manufacturing center,
the very name of which has become a s^-nonym of
industry, comes
CHRISTOPHER JAMES,
another distinguished brother of the craft and a member
of the Tramways Institute of
Great Britain and Ireland,
representing the North Lon-
don Tramway, the North
Staffordshire and the South
Staffordshire Tramways.
He was born in Cornwall,
England, but went to Brazil
at an early age, continuing
his residence there for many
years. He is now, however,
domiciled in London, and
since 1884 has held the posi-
tion of consul general for the republic of Paraguay in
Great Britain, and at present enjoys the distinction of
being the sole representative of that republic in England.
W. nOLMDEN,
secretary of the Birmingham Central Tramways Com-
pany. The company has nearly twice as many miles of
line in operation as the two other lines in Birmingham,
and is regarded as a model road of its kind.
Mr. Holmden was born in Plymouth, Devonshire, and
began his business career in
the office of Messrs. Collier
Brothers, of his native town,
who were general merchants,
Lloyd's agents and vice con-
suls for the Sidney, Austra-
lia, European government.
At the age of 21 Mr.
Holmden went to Birming-
ham and entered the office
of a large metal agent and
general broker, but ultimate-
ly went into the tramway
service, after having held the secretaryships of the Dar-
laston Steel & Iron Company, Staffordshire, and the
Horseley Companj', Tifton.
On the removal of the Central Tramways registered
office from London to Birmingham, Mr. Holmden became
its secretary, in which office his ability has been distin-
guished for the past eight years.
Mr. Holmden is an enthusiastic and capable tramway
man, and looks forward with much pleasure to his first
American street railway convention.
WILLIAM WIIARAM
is one of the best known tramway men in the kingdom,
having been engaged in railway work in various capa-
HOLMDEN.
cities for nearly forty years. For the past twenty years THE SECOND ANNUAL MEETING OF THE
Mr. Wharam has been the secretary of the Leeds Tram- PENNSYLVANIA STREET RAILWAY
• way Company, one of the ASSOCIATION.
most extensive in England, and
\ for sixteen years has united 'T^HE second annual meeting of the association
■& ^k A with this otTice the post of man- I occurred at the Commonwealth hotel, Harrisburg,
ager, which combination of re- Wednesday, September 6. While the attendance
ponsibilities, he has discharged was much less than had been anticipated, the gathering
with the greatest credit to him- was a pleasant and helpful one. President Coyle, being
self and his principals. sick, was unable to attend, and Vice-president Rhoads
Mr. Wharam's tine socipl presided, calling the session to order at ii a. m. A dis-
dispostion has won him many cussion of matters of general interest occupied an hour,
friends, and his long experience ^f't;'' which the nominating committee. J. F. Ostrom, R.
as a traffic manager has given E. Wright and W. H. Lanious, offered a report on new
him an enviable position in the Tramway Institute. officers and place, which was adopted, as follows:
Other British members of the Institute are contemplat- President n. r. Rhoads
ing the trip but were unable to advise us in advance. ^'"' Vice-President r. L.Jones
*' ' Secretarv. S. P. Light
•""■* Treasurer W. IL Lanious
THE NEW MANAGER OF THE NEW Place of next meeting, Reading, first Wednesday in September.
CASTLE CAR COMPANY. In the afternoon a ride was taken on the Middletown
Highspire & Steelton, to Middletown, a distance of nine
THE foundation and growth of the New Castle Car miles. A 30-foot open Lamokin car was used, running
Company, of New Castle, Pa., has been so inti- on a Robinson Machine Company truck, with two 25-
mately associated with the career of one man that Sperry motors. A stop at the power house and an
his biography is the history of the concern. inspection was made of the four compound Wetherell
F. A. Hover, the recently elected manager of the com- engines; and the four 24-inch and two 48-inch Shultz
pan}', is a fine illustration of many-phased abilities vari- belts; also the Wetherell clutches,
ously exercised. He was born in delegates in attendance.
1865, on a farm near Jamestown, ^^^
-Pj AAA \\T ^U^^^^ Jolin F. Ostrom, Middletown, Highspire & Steelton ; Harrisburg.
Fa., and graduated at Westmm- ^S^^ A. H. Hayward, superintendent, and R.E.Wright, attorney, Altoona
Ster College in the class of '87. L ^ & Bethleham Rapid Transit,
taking fir.st honors. Continuing i '^ '^ P- '-'S''*' Lebanon & Anville Electric.
, • , ^. AT IT -1 fcjf I. H. Bickford, C. E., and R. L. Jones, attornev, Reading Traction Com-
his education, Mr. Hover married fcr* t j . o
a little later and moved to New J^^ >. ^''"' MiUholland, general manager Neversink Mountain Railway ;
Castle, where he began the study ^^A j^l^^^ Reading.
ft J .1 J" i- „ • u J ^^^^^^M^&^^V W. A. Armstrong:, superintendent, Lancaster Traction Company.
of law, under the distinguished ^^B^^^^^ , „ r, .^ -j ., ,- r,
y ^^^B^^^^^^^ L' "■ Reifsneider, secretarv, Altoona Citv Passenger,
tutelage of J. Norman Martin. Mr. ^^^^^^ F. B. Musser, superintendent. East Harri'sburg Passenger.
Martin was soon after appointed f. a. hover. G. F. Greenwood, general man.ager Pittsburg, Allegheny & Manchester
to the honor of the bench by the <-'='P'- ^- "• Lanious, president, York Passenger Railway. _
, 1 T»«- TT II. R. Rhoads, president, Williamsport Passenger.
irovernor of Pennsvlvania, and Mr. Hover was elected by
t> -^ ' -^ SUPrLY MEN.
a large majority, in spite of his youth, to the select branch ^,.j,^^,. ^ p.^,j_ j,j^^, yo^k, vice-president Peckhan, Motor, Truck &
of the city council in the place of Judge Martin. Wheel Company.
In 1 891 Mr. Hover saw the opportunities that an edu- W. H. Hess, Philadelphia, editor "The Car."
, , 111 • .. 1 • i-c 1 A. C. Voseburg, Syracuse, secretary New Process Rawhide Company
cated man would have in an active business lite and ,,, ,, „ ... ■ 1 . « U- m , • r-
Wm. H. Hay, Altoona, president Robmson Maclune Company.
opened one of the largest carriage and wagon repositories James E. Hewes, Baltimore, Baxter Company.
in the city of New Castle. ^' ^- 'P^iy'or, Philadelphia, street Railway Advertising Company.
« I t 1, u ] c .u f k .1 . „ t; 1 I T. T. Southwick, Rochester, N. Y., Lubricating Oils.
A year later he became assured ot the tact that a field ,,, „ „ , „,-, j ,,..„,, , r-.
•^ W E. Boughton, Philadelphia, The Johnson Company,
for street railway car building was open and accordingly j,- g Kenfield, Chicago, business manager the Street Railway
organized the New Castle Car Manufacturing Company. Review.
Entering into the active work of the concern, Mr. U. D. Book. Jersey City, Curtis Electric Manufacturing Company.
Hover took to the road and was so successful that from The president-elect, H. R. Rhoads, was born in 1845,
the start the new company had its shops full of work. In in Philadelphia, and when 18 years of age began as a
the spring of '93 the company made extensive impro\e- telegraph operator with the Penn.sylvania railroad, and
ments in the plant and doubled its capacity, and has now soon became train dispatcher and division chief of the
elected Mr. Hover general manager. telegraph service. He was a pioneer in telephone ser-
Mr. Hover's extensive travels and observations, vice, opening the second exchange in the state at Williams-
coupled with his thorough and complete education and port in 1879. In 1880 he organized the Central Pennsyl-
much practical work and experience, peculiarly fit him vania Telephone & Supply Company, and became presi-
for this responsible position. dent the same year.
(^ti€^lf\ailM^lfyeyl^
W^^
M. R. KHOADS.
In 1890 he purchased the control of the Williamsport
Passenger Railway Company-, and began the re-equip-
ment of the line with electricity, beside building and
extending it.
'In 1887 Mr. Rhoads left the employ of the Pennsyl-
vania Railroad to give all his
attention to the telephone
and electric business, being
secretary and general man-
ager of the Lycoming Elec-
tric Compan}', which lights
and furnishes street railway
power for that city.
Mr. Rhoads is also a
stockholder and director in
the Norristown Passenger
Railway Company, recently
electrified and put in com-
mission.
S. P. Light, of Lebanon, the newly elected secretary,
is of sturdy German parentage, and was born August 30,
1861, at Lebanon. After a
thorough education both in the
common schools and in college,
he read law, and was admitted
to the bar in 1883, and engaged
in practice in his native town.
^^ v^ Corporation practice is his
^^^Q^ipfc specialty, and especially street
^^WP^^ railway litigation. Mr. Light
was a projector of the Lebanon
& Annville road, which was so
successful, and a director and
counsel for it. He also holds interests in the Wilkes-
Barre & Wyoming Valley Traction Company. Mr.
Light's valuable legal aid has been more than once
exerted in the behalf of street railways of Pennsylvania
and as secretary of the association he will be of the
greatest value to their interests.
>^l!
HOW THEY READ THE REVIEW.
They sometimes skip the pictured news,
They niaj not read editorial views,
But with a zest that makes us glad,
They read, my friend, they read your "ad."
HYDRAULIC WHEEL PRESS.
THE illustration herewith, represents a 100-ton
hydraulic machine for swinging 36-inch car
wheels, made by the J. T. Schaffer Manufacturing
Company, of Rochetter, N. Y. It is equipped with special
attachments for forcing off and pressing on pinions and
gears of electric motors, which gives it an advantage over
the ordinary car wheel press. This company makes
eight sizes of wheel presses, to accommodate car wheels
and drive wheels from 30 to 84 inches in diameter, some
of which are portable. The larger machines have double
pump, and those having single pump are made for both
hand and belt power. They are so constructed as to be
perfectly secure if required to resist a bursting pressure of
6,000 pounds per square inch. The lower tension bar is
flatwise, therefore stiffening the line of pressure. Each
machine is supplied with a standard gauge, safety coupl-
ing, sealed water tank and safety valve.
V^l
SCHAFI EK WHEEL PRE^S
This company has also introduced excellent appliances
to be attached to any hydraulic wheel press for straight-
ening car axles, and pressing off car wheels from axles on
which a motor gear is located near the wheel. All the
products of the Schaffer Manufacturing Company are
sold under a guarantee.
SIMPLE TRACK BRUSH HOLDER.
THE reversible and adjustable track brush holder
made by the Track Brush Holder Company, of
Rockford, 111., is a neat little arrangement for hold-
ing an article that is needed on every road. The major-
ity of brushes are either fi.xed so that they drag along
behind the wheels when the car changes direction or have
a lot of complicated machinery for raising and lowering.
This brush holder is placed on the guard board of the
truck at each end. It is thrown up or down and locked
BRUSH SET.
BRCSH RELEASED.
in either position by the motorman at the end of each
trip. At Rockford it is the custom to make the change
with the switch hook from the car platform. When the
brush is down it is held rigidl}' to the rail and cleans
curves and all. It is claimed that brushes will last much
longer with this than in other holders doing the same
work but allowed to remain down all the time. The
device is the invention of a practical railway manager,
and is extremely simple j-et strong, and can be attached
to a car in a few minutes with unskilled labor.
(^ticd.^F(aU\v&)'9^yicW*
553
AN HEROIC MOTORMAN.
PRESENT hero of Tacoma is William
Gilson, a motorman on the Point Defi-
ance Street Railway, whose courage
saved the lives of fourteen passengers
one day last month.
Some unknown and unaccountably'
fiendish villian had piled rocks on the
tracks of the Point Defiance line, derail-
ing Gilson's car as it crossed one of the bridged gulches
frequent on that road. The car ran heavily against the
guard rail, over it, and directly against the side railing,
finally tottering on the edge of the bridge, one hundred
feet above the bottom of the gulch. Gilson, instead of
jumping, as he might easil}' have done, stood by his car.
reversed the current, and applied the brake, saving his
passengers and car, just as the front platform projected
over the edge of the bridge. The company has pecu-
niarily acknowledged his intrepid devotion to his duty.
NEW CASTLE'S COMBINATION CAR.
A BEAUTIFUL specimen of the car builder's art
has just been turned out of the shops of the New
Castle Car Company's works at New Castle, Pa.,
destined for work on the new Wheeling, Martin's Ferry,
Bridgeport & Bellaire Street Railway Company's line,
which connects the West Virginian and Ohio towns speci-
fied in its title. The car is to be used as a combination
for passengers and baggage and express for the inter-
urban traffic. There is nothing of the " coffin" in the
general appearance of the car, but all is light, graceful
and pleasing to the taste. From a -street railwa}' stand-
point it fulfills ever)' function and is strongly made and
handily designed. The car measures 26 feet over all, of
which space the baggage reserves 10 feet, leaving the
ing door leads through on the interior of the car to the
baggage room, which may, at will, be turned into a smok-
ing room, as it is fitted with side seats. The New Castle
Company may be well proud of this new design, as well
as the good workmanship and thoroughly tested material
entering into the car.
TERMINAL FACILITIES IN SAN FRANCISCO.
THE Midwinter Fair, which will be held in San
Francisco, has necessitated prompt and consider-
able new work on the part of the several street
railway companies to provide for the increased travel.
The energy and determination with which they have
already done so, augurs well for the success of the exhibi-
tion. Extensions to the grounds have already been
Union Depot and Febrv House
Market St Lines
detailed in the Review and now attention is turned to
that Castle Garden of San Francisco — the Union Depot
and Ferry House. In the plaza in front of this building
all the car lines in the city have their terminus. The
plan as agreed upon between the several roads and the
commissioner is illustrated in the accompanying diagram.
In most cases turn tables are used instead of loops or
switchbacks.
nnnnn^2-mn
THE NEW CASTLE COMBINATION HAGG AGE-PASSENGER CAK.
remaining 16 for the passengers, except the vestibule,
which is 3 feet 6 inches clear. The engraving presented
herewith shows clearly the design, with the baggage door
shut, and the neat arrangement of the railway company's
legend which relieves the side. The interior of the pas-
senger department is elegantly fitted up in the best New
Castle style, with carpets, upholstery and colors. A slid-
Robt. Lawrence Adam.son, general manager of the
North Metropolitan Tramway Company, of London,
sends us the forty-seventh half yearly report of the com-
pany. The report shows a gratifying increase in traffic
and receipts, with a total passenger statement of
40,000,000 carried, an increase of 3,000,000. May was
the most profitable of the six months reported.
554
^tud/j^ailM^j^Vm/
A SIAMESE TRAIN.
HOWEVER active the Oriental intellect may
have been ages ago, Asiatic enterprise has
been of late mainly exercised in fine schemes
for abolishing the opium trade, cholera and idols, and of
course European merchants and American missionaries
have been at the head of these verj' commendable move-
ments.
A new missionary has, however, made its advent into
the land of perennial bathing suits and fricased rats, and
its first chapel is located at Bangkok, Siam. To be
direct, the missionar}' is a line of electric railway and the
chapel is the power house.
Heretofore all transportation in this flat country was
by pony, and as the animals were cheap, they were
regarded as all sufficient, but the Bangkok Tramwav
Company is made up of progressive men and as elec-
tricity worked such wonders in America, they thought
that a trial at least would be a good thing for Siam.
With this intent tlierefore, the Brush Electric Company's
aid was invoked and W. J. Davidson, of the Short Elec-
tric Company, of Cleveland, was sent thither to supply
want.
Davidson, dj'namos and all arrived November 15, 1S92,
and on February 25, '93 the'trial trip was made.
The power plant necessary for the line, which is three
miles long, consist of two 80-horse-power single cj'linder
automatic cut-off engines, made by Mcintosh & Seymour.
The engines are I2J'^ by 12, running at 284 revolutions.
They are supplied from two horizontal tubular boilers,
16 feet long by 60 inches diameter, working under 80
are lighted by electricity and run at a maximum speed
of 20 miles an hour.
On the initial trip a motley crowd of natives were aston-
ished by the new affair, while the management and invited
guests enjoyed the sensation occasioned. Our engrav-
ings show several local sketches of street railway traffic
CHIEF MARKET PLACE, BANGKOK.
in the kingdom of his most regal majesty. Son of Heaven,
etc,, etc., the emperor of Siam.
The Vice-Consul General, Robert M. Boyd, writes
from Bangkok that the electric railway is meeting with
great success, and advises the electrical companies to
send representatives east, as more roads will follow per-
sonal effort at introducing them.
THE POWER HOUSE AT IIANOKCK.
SCENE IN JUNGLE AI.ONG^THE LINE.
pounds. Wood fuel is used. Two Short multipolar
dynamos furnish the current, at the usual voltage. The
switch board is of the completest designs with circuit
breakers, lightning arresters and other safety appliances.
The overhead wire is of No. 2 hard drawn copper, hung
from side poles. The bonding used is galvanized iron.
The return is through the rail.
Cars are solidly built of teak, mounted on modern
trucks, and carry one 20-horse-power motor each. They
Leitzig tramways show a total income of $502,580,
an increase over last year of $8,885. Expenses had
decreased $19,465. The system is in first-class condi-
tion.
It is said there are as many horses still employed in
hauling street cars in the city of New York as would
equip the entire English cavalry. But just imagine what
a fierce charge these fiery streeters would make!
^kcd/9\ailway'li^A/ieW'
555
ECLIPSE EXHAUST PIPE HEAD.
THE Eclipse exhaust pipe head, just put on the
market by the New York Exhaust & Blow
Pipe Company, is designed on a very rational
basis as will be seen from the engraving. The exhaust
steam as it enters the head is carried near the top and
then discharged horizontally around the head giving it a
centrifugal motion and allowing the dry steam to escape
through the center of the top.
MUNICIPAL MANAGEMENT IN CANADA.
THE signal defeat of the attempt of the Vancouver,
B. C, city council to obtain control of the street
railway system of that town has been the text of
several sermons preached in the editorial columns of the
Canadian press. It may be stated that Canadian muni-
cipal relations are largely governed by the British customs,
mixed in small degree by the infiltration of American
ideas. The English method of municipalizing the intra-
mural transportation facilities has been vigorously con-
tended for by the press and as vigorously antagonized by
the popular vote. The result is generally a compromise
on a 50-year franchise with a purchase clause. Where-
ever the question has been approached one certain and
fatal objection has met the defenders of municipalization.
The objection.is the strong fear that the average alder-
manic representative is not sufficiently gifted with firm-
ness and honesty to trust with so large a slice of public
patronage as would entail upon civic management.
This state of affairs forms important and reliable data
for the judgment of similar propositions elsewhere. Cana-
dian civic corporations and street railway corporations
are new together. British tradition of public ownership
of public enterprise is strongly marked and, in the main,
the leaders in thought are essentially British. There is,
however," a mighty undercurrent of rebellion against this
idea and a general distrust of this time honored proverb.
Not always is it expre.ssed by individuals and almost
never by the press. However, by their fruits are they
known, and the simple fact that Canadian street railwa}'^
enterprises are conducted by private corporation, after a
strong fight for municipalization, shows that majority
good sense for which Anglo Saxons are famed.
AN ANCIENT KICKER.
PREJUDICE against electric railways brings to the
minds of many old timers some of the objections
made against the steam i-oads when the applica-
tion of the locomotive to traction was first made.
In England the country gentlemen were informed that
the smoke would kill all the game birds in reach of its
pernicious fumes, and the general public was informed
that the weight of the engine would prevent its moving.
Foxes and pheasants would cease to exist in the neigh-
borhood of a railway and the race of horses would
become extinct.
Farmers were possessed of the idea that oats and hay
would be no more marketable.
Sir Isaac Coffin, with eloquence worthy of a better
cause, said in the house of commons: "What is to be
done with all those who advanced money for making and
repairing the turnpike road? What is to become of the
coachmakers and harnessmakers, of coachmen and coach
masters? Is this honorable body aware that the smoke
and noise made by this infernal machine, when going at
the dizzy speed of twelve miles an hour, will fill the graz-
ing cattle with dismay? Iron will be raised 100 per cent
in price and probably altogether exhausted. It will dis-
turb every particle of peace and quiet in the kingdom."
However, Sir Isaac's " bones are dust, his good sword
rust, his soul is with the saints — we trust," while the
steam engine has grandly served its great and useful end
and is giving slow place to electricity and the Sir Isaac's
of the present day still have food for reflection and recal-
citration.
DYNAMO BRUSH GRINDER.
A NEAT little appliance that will be handy to have
around the machine shop is here illustrated. It
is called a dynamo brush grinder, though by tak-
ing off the universal
side rest it can be
used as any other
emery wheel for
common grinding.
It takes up a floor
space of 20x24
inches and weighs
500 pounds. For
quickness and accur-
acy the old way of
brush grinding stands
no comparison with
the new. The machine is made by the Springfield
Emery Wheel Company, of Bridgeport, Conn., and will
undoubtedly pay for itself several times each year.
556
(p\MAJr{ai[i^\iyj\/lQ\^
A SWEDISH STEAM MOTOR.
WE illustrate herewith a street car steam motor
which, unlike so many others, has been in suc-
cessful operation for about six years on the
South Side Street Railway of Stockholm, Sweden, giving
good satisfaction. There are twelve cars of this kind
running every day of the j'ear on lines where there are
grades of eight per cent.
The engine room is 6 by 8 feet, and is located at one
end of the car with open front. The upright boiler
is of a type quite extensively used on the continent, hav-
ing tubes arranged in tiers at right angles to each other.
fully furnish any further particulars that may be desired
about the motor to those who wish to investigate the
matter more fully.
An interesting feature in connection with these motors
is the track on which they run. Instead of using a
grooved rail two T rails are bolted together a proper
distance apart, the effect being the same as that of the
grooved rail. The cost is, of course, more, but the ease
of keeping the groove clear probably makes up for the
difference. European practice differs from American in
nearl)' every respect and it is sometimes of value to
observe how the persevering European will bring to per-
fection methods that have been cast aside in America.
STEAM MOTOR USED AT STOCKHOLM, SWEDEN.
The fuel is coke and the supply is carried in pails placed
inside the dashboard. The engine has two horizontal
cylinders, 8 inches diameter by 15 inches stroke, and is
being run with a pressure of 150 pounds.
In order to do away with the noise of the exhaust
steam this is carried directly into a condenser located on
the roof of the car and the condensed water is brought
back to a tank placed below the floor. The engineer
controls the motor by means of the levers seen in the
engraving, which are so located as to be within easy
reach of the engineer as he faces forward. This motor
car is built by the Atlas Works, Stockholm, Sweden.
We are indebted for the engravings to Gust. Ryd, of the
Atlas Works, who was recently a World's Fair visitor.
Geo. Carlson, 850 Seminary avenue, Chicago, will cheer-
THE TROUBLESOME TRANSFER.
THE street urchin, the transfer check and the dis-
honest conductor have succeeded in the past in
defrauding the West End of Boston in this man-
ner. The inhabitants of East Boston on landing at the
Ferry have long been importuned for their transfer slips,
and, thinking to give the boys a free ride, have presented
them to the little beggars. The young rascals, however,
waited until a sufficient number had been collected and
then turned them over to the third party for a small con-
sideration. The slips would then be turned in as fares
by the various conductors initiated and the road was
made loser to the e.xtent of as many cash fares. Six-
conductors are now looking for other means of livelihood.
IN SALT LAKE.
A BACK PLATFORM ROMANCE.
557
LITTLE Johnny and Willie of Salt Lake City find
a new amusement in electrical researches with
the street railway circuit as an experimental
device. A guy wire through the breaking of the insu-
lator became charged, and the small boy, on ascertaining
this highly interesting condition, improved matters by
throwing over the live wire a long piece of wire used in
hay-baling. With this, dogs were shocked and cats
electrocuted with the unvarying joy evinced by boys and
vivisectionists. Two good little boys, however, sons of
the Episcopal clergyman, tried to swing on the new play-
thing and in consequence have burned hands and a very
tired feeling.
CUPID is not only no respecter of persons, but
seems also to have little regard for place. At
least, one of Captain Hurt's conductors so
thinks, and all Atlanta thinks so with him.
One of the Captain's conductors is a ruddy-faced,
heavy-set, dark-eyed young man with a wavy mustache,
and tender, loving heart. One day as he was on his
usual trip to the Ponce de Leon springs, two stylishly
dressed school girls, of the best tj'pe of Southern ladies,
boarded his car. Both fair and fare became a hazy
unreality to the young conductor, and before he was
aware the little god had aimed a deadly electric shaft at
his manly blue-coated bosom.
SIDE \1E\V blEAM MOTOR USED AT STOCKHOLM, SWEDEN.
IF DOCTORS DISAGREE.
RESPECTFULLY we ask the New York,
Brooklyn and other city journals, whose trolley
howls have rent the atmosphere, to glance at
the following from the Louisville Courier-Journal:
"In many journals the headlines over reports of trolley
and cable car accidents entirely ignore the legal doctrine
of contributorv negligence. Probably in a large majority
of cases the injurj- is directly the result of the reckless-
ness of the per.son injured. But, as a general rule, the
report is introduced to the reader by a headline suggest-
ing the sacrifice of another victim to the criminal careless-
ness of the people who operate the road. There can be
no increase in the rapidity of transit without a correspond-
ing increase of danger. The elevated car, as well as the
street grade car; the horse car, as well as the cable or
trolley car, carry danger with them. The degree of
danger is in proportion to the velocity of motion and the
all important factor in rapid transit of reduction of time
lost in stoppage. In m(jst cities more rapid transit costs
the passenger no more money."
She smiled. He reciprocated. The deed was done.
Beyond the help of a 50-horse-power motor, the conduc-
tor was head over heels in love.
As the fair passenger descended from the car, the dar-
ing knight of the bell pressed his card in her little hand
with fond hope and palpitating heart.
A little later a letter from the young lad}' gave the
young man the most severe lecture on the propriety of
approaching young ladies. He answered with an abject
apology, but said he couldn't help it if fifty Captain Hurts
had seen the deed.
The letter was answered, and the course of true love,
contrary to proverbs, ran so smoothly that the yoimg
lady has recently left her lovely country home to bu}' her
trosseau in Atlanta.
All of which goes to show that the coachman has
resigned in favor of electricity.
TiiK great city of London is without regular service
of all-night cars or even omnibuses. The street cars do
not venture out until after 4 o'clock in the morning and
are scarce even then.
558
(^^lMd.j\ailM^j\cylcW'
ELEVATED VS. UNDERGROUND ELECTRIC
TRACTION IN ENGLAND.
THE City & South London, the underground elec-
tric road in the great metropolis, has been in oper-
ation now nearly three years, and the London
Electrician publishes a diagram in which the earnings
and operating expenses are compared with those of the
elevated in Liverpool. The operating conditions would
appear to be under many similar conditions, both using a
third rail for the lonductor from which the current is
taken by a sliding shoe. The London underground
road operates trains consisting of a locomotive, which
carries no passengers, and three passenger coaches.
The Liverpool road operates trains of two passenger cars,
each of which has a motor equipment. A comparison
of cost of construction and operating expenses is as fol-
lows:
Length of line open
Total capital expended on line open
Capital expenditure per mile of line open
Present rate of passenger tratfic per annum.
"Loco" and generating expenses per train mile.
Passenger earnings per train mile run
City and
South
London
Railway.
3'/s miles
£873,000
£280,000
^ million
6.4Sd
24.7d
Liverpool
Overhead
Railway.
sVs miles
£528,000
£103,000
4I3 million
26 6d
From this it will be seen that although the under-
ground has been in operation over two years and the
elevated about six months, the latter shows an economy
in operation of over 50 per cent per train mile, while the
difference in earnings is less than 2 pence per train mile.
Also that construction expense is almost three times as
great for the underground as for the elevated. It is also
a question as to whether the underground road can much
further reduce expenses, as a heavy reduction has already
been made as shown by the following diagram :
Mileage
O Q
E
Dec, 1891
Period
Jne., 1892. Dec 1892 Jnc . 1893
Half-year eoding
There certainly can be no question as to the popularity
of an elevated line over one underground. The former,
also, is a constant advertisement of itself, while the other
is visible only by an elevator descent into the bowels of
the earth. Our own American rapid transit commissions,
or what is left of them, might do well to carefully study
this little argument in figures.
NORTH CHICAGO ROAD WILL NOT
INCREASE ITS STOCK.
A WIDESPREAD report that the North Chicago
Railway Company was about to follow the
example of the West Chicago Street Railroad
Company, in issuing $1,100,000 in new stock, has been
peremptorily denied by Mr. Yerkes. The rumorists gave
color to their ideas b}' asserting the reason of the increase
to be the contemplation of a new tunnel to connect the
North and South divisions of Chicago.
Mr. Yerkes, in speaking of the rather acrimonious dis-
cussion between the West Side Company and the Stock
Exchange, says: "The fact that the West Chicago
Company did not first inform the Exchange of the
increase brought about a strained relationship, which is
now smoothed over. I would also add that no one knew
positively that there would be an increase in stock and
there could therefore be no inside trading. Some of the
new stock will be issued for improvement, but no great
work is to be done."
The late stringency in the money market has had its
effect on street traffic in Chicago, despite the millions of
visitors who have been in the city. The difference, how-
ever, is not of moment, and affects only pleasure riding.
TROLLEY MALARIA.
THE last and greatest danger of the trolley system
as unfolded by the Brooklyn Times, is that the
overturning of the earth in the reconstruction of
road beds will fill the air with miasma colic, and perhaps
be conducire to corns. This medical authority says: "As
soon as the company begins work on many streets
malaria is confidently expected to become epidemic." To
our own untherapeutic intellect the difference between
the malaria and sickness occasioned by the introduction of
the trolley may be offset by the constant menace to
human life that the horse car affords. The fajces of
several thousand animals dried up and blown to the four
winds of heaven may be innocuous to Brooklynites, but
as for the rest of the world, give us good clean trolley
miasma.
WHAT KILLED HIM ?
WE have had previous occasion to compli-
ment British coroner's juries and we take
this opportunity to further felicitate the race
which produced the jury that gave the following verdict,
after duly sitting on the body of Richard Roe, Esq:
"The jury returned a verdict of 'Death from old age
and debility, possibly accelerated by an accidental injury
sustained by being knocked down by a bicycle and then
run over by a tram.' "
The paper gives no comment on the verdict, but it
really seems that some of the enumerated causes might
have caused the old man's death.
(^iicctll\aiWii^j\eyicW*
55i>
A GUERNSEY RAILWAY.
JUST why the Isle of Man and the smaller isle of
Guernsej' should be so enterprising in the matter of
electric traction our occidental view is unable to dis-
cern. Be what it may both of these appendages of the
parent Brittania have electric railways.
Guernsey's tramway is a mild surprise to the Johnnj-
Bull, one of whom says in a recent article: "One of
the tirst things which strike the stranger as he lands at
Guernsey, and begins to use his eyes, is a curious
arrangement of gallows-posts erected at intervals with
wires running all along between. Before he has had
time to compute the probable proportion of criminals in
the population which could necessitate so lavish a system
of hanging, and to regret his too hasty arrival on the
island, a full tram car will dawn upon his horizon, run-
ning swiftly along without horses and apparentlj- con-
nected by a fishing rod with the wires overhead. Then,
if he be an electrician, and has recently had occasion to
GUERNSEY'S TRAMWAY.
Study the subject, it may occur to him that this is an
overhead trolley electric tram line, with an earth return,
like the one at Leeds."
The Guernsey line is nearly three miles long and runs
an equipment of nine cars, carrying an average of 3,000
passengers a day at a uniform rate of two cents for any
distance. The power plant is a wonderfully neat and
compact arrangement of two 25-nominal-horse-power
Marshall engines equal to 100 indicated horse-power as
a maximum; two Siemens generators each giving out
100 amperes at 500 volts, and boilers so piped that they
are interchangeable. The cars are equipped with
Siemens motors driving by chain gear and running from
5 to 12 miles an hour. The cost of the electrical equip-
ment is said to have been about $20,000 with an addi-
tional $1,000 for the reserve plant. As the line was a
disused steam road most of the track was ready to bond
without additional cost. The line is giving satisfaction
with a profit to the company.
PLAIN ARGUMENT IN FAVOR OF
GROUNDING.
IT may help those who are meeting with the opposi-
tion of insurance companies, in the matter of selling
power from grounded (or "earthed") railway cir-
cuits, to be able to refer to the following article from the
London Electrical Review. Under the heading, "Earth-
ing up to Date," it says: —
"Prevailing practice and prejudice are powerful obsta-
cles to progress and improvement, and in no branch of
the electrical industry is this so evident as in the matter of
earthing one of the mains of an electric distribution sys-
tem. There are man)' staunch advocates of so doing,
and it is a marvel that anyone should remain unconvinced
of its benefits in every respect when the facts are so
simple to grasp. It may be unwelcome and irksome to
some of our readers to have trueisms repeated, but for
the benefit of many who are interested, and have not fol-
lowed up the subject, we must introduce some repetitions.
The troubles with electric mains maj' be indexed by the
simple word leakage. Gas and water pipes, and the
mains themselves, are destroyed by the leakage currents;
buildings are fired by leakage currents, and telephones
and telegraphs are disturbed by the leakage. All these
troubles will continue to increase in direct ratio to the
extension of the supply network, and the effect on any par-
ticular faulty spot in the system is greatlj' enhanced bj-the
increase of leakage through extension. Those who do
not advocate earthing, claim that by not earthing there is
greater facility for testing to earth; but if this statement
is put in other words it will be better understood, viz.,
there is a greater facility for finding out the faulty condi-
tion of the system, and involving one in the vain effort to
cure it. It gives no clue for preventing it; and in this
vain endeavour to improvement, higher insulation and
increased multiplication of "ignition" fuses, an increase of
crackable pottery, and now the extra complication of
double-pole section switches are imposed on the contrac-
tor, to retard his industrj-. This condition of affairs has
been considerably sustained by a strong following of a
well-devised advertisement known as insurance rules,
against which electrical lambs merely meekly bleat,
instead of acting on their convictions, and carrying out
the work on a basis that has every prospect of being an
absolute cure, and, in any case, must certainly reduce the
leakage disease. The story, however, is an old one, but
0
V
O
V
must be repeated to complete the article. Take, as an
example. Fig. i. Installation a leaks at .v, and installation
B at z; the current takes its course through earth, and
does what it likes; but now connect the — main to earth,
and the result is that the fault, .v, is harmless, and the leak-
age through ^^ is confined to its own installation. There is
5fiO
(^\ll^\f{aAWa^J\Q^/mi^
no longer any circuitous course for the current to take and
to damage gas and water pipes, and influence telephones,
etc.; the earth of the — main is at the door or point of
connection. The onlj' difference to the former condition
of leakage introduced by earthing the — main, is to effect
the confinement of any leakage to each individual install-
ation, or to remove it altogether, which is more likely.
We say the onl}' difference, because before wilfully earth-
ing, the main was already earthed at numerous doubtful
points over the system. Simultaneously with earthing
the system, or as soon thereafter as possible, it would be
the duty of the authorities to connect the faulty side of
each installation to the earthed main, and if this is effec-
tually done, the earth leakage would be reduced to such
a minimum that the trouble might be considered
removed. It cannot be said either that this is any very
great undertaking; a test is a simple and quick operation,
and the wires are easily reversed at the D. P. fuse. It
should, moreover, well repay a supply companj' by sav-
ing of leakage."
This is the opinion of a conservative English journal
and yet there are numerous "progressive" Americans
that oppose the practice. Prejudice is not evidently con-
fined entirely to the stubborn Englishman.
BOYS STEALING RIDES ON CARS.
THE article in our last issue under the above title
has drawn out a large number of letters from
street railway managers, favorable to the passage
and enforcement of the municipal regulations suggested.
We cited Cleveland and Kansas City as two cities where
such ordinances were already in effect, and now add
Toledo, Ohio, to the list. In that city an ordinance has been
in force for several years past, and as General Manager
Lang informs us, has proved very beneficial to both the
public and the company. It may prove suggestive to
others desiring to frame such a law and we give it in full
as follows: —
THE TOLEDO ORDINANCE.
"The act of jumping on, or hanging on, to street cars,
carriages, sleighs, or other vehicles, while in motion in
the streets of the city of Toledo, shall be considered an
offense, and any person or persons who shall get upon,
or attempt to get upon, any street car, for the purpose of
obtaining a ride thereon, without paying his or her fare,
or if a carriage, sleigh or other vehicle, without the con-
sent of the owner or driver thereof be first obtained, shall
be deemed guilty of an offense, and shall be subject to
arrest by any person or persons having police authority,
and upon conviction thereof shall be liable to a fine of
not less than one dollar nor more than five dollars; or to
confinement in the city prison, or such place as may be
hereafter provided by the city council, not less than six nor
more than twenty-four hours; or both, in the discretion of
the court."
As will be noted the fine is nominal and yet amplj' suffi-
cient to act as a lesson to offenders. It also does not
compel the court to impose the fine unless in its judgment
the case warrants it, as frequently the arrest of the
offender is sutficient punishment. In some respects the
Toledo ordinance is better than those quoted last month,
and certainly is simple, comprehensive and effective.
STATION FORCE.
HV CHARLES BODE, CHIEF ENGINEER NORTH SIDE RAILWAY
FORT WORTH, TEX.
IN your last issue of The Review I noticed a com-
parison of station forces and their relative outputs.
These comparisons I have always found very valu-
able, as they are apt to inspire those in charge of their
respective departments to do better, or at least, do as well.
In concluding your article you state that it should be good
practice with modern machinery for each station employe
to represent three cars in the case of small stations. I
think, with the proper machinery, I could make each man
represent five cars. Our practice has been 4.25 per man,
as follows: One cross compound condensing engine 300-
horse-power; three 62 kilowatt generators: one 500-horse-
power boiler with coal tank and elevator and automatic
stoker (on account of the quality of the coal this stoker
is idle and the fire managed by hand); two common tubu-
lar boilers, 65-horse-power each. These latter boilers do
the work while the larger boiler is cleaned and repaired.
The crew consists of two engineers and two firemen.
Coal consumption is 5J^ tonj per day; average horse-
power 225. Seventeen cars run seventeen hours a day.
The same crew could handle machines heavy enough to
operate twenty-five cars. I do not consider our station an
ideal one, as it admits of many improvements. We have
not had a shut down for months, and then only for a few
minutes.
DIDN'T CARE IF HE WAS A GRIPMAN.
THE Van Beer's panel, which was loaned by Mr.
Chas. T. Yerkes to the Belgian section of the
art gallery, attracts all lovers of the Belgian
painters delicate touch and expression.
The Belgian commissioner is a haughty young man
with a brown mustache and with him spake a stout
woman iwith tortoise shell lorgnettes.
"What can I get that picture of Ada Rehan for?"
"I don't know," replied the haughty young man.
"Can't you estimate?"
"I cannot, madam,"
"Why not?"
"Because it is owned by Mr. Yerkes."
"And who is this Mr. Yerkes?"
"He's a street car man."
"Well," with a sniff, "I should think in these hard times
a street car man would be glad to sell a picture."
"You forget madam he is the conductor of a great
street railway system."
"Well," with an expressive shrug, "I don't care if he is
a gripman." And she went thence.
(^tied/lF(ailw!a)^9\e^^
561
CITY AND SOUTH LONDON.
OUR readers have had abundant opportunity to
read detailed descriptions of the Cit}' & South
London underground electric railway, but now,
for the first time, a photograph of one of the trains is
presented to the public. The platforms are carried on
INTERIOR CITY AND SOUTH LONDON CAR.
the extended frames of the bogie trucks, instead of being
continuous with the car floor. Guards are kept at each
platform to open and close gates and doors as on our
elevated roads. Side seats are used. The lamps for
IT SAGGED.
Failure of the Chicago & Central Indiana Scheme.
THE great Chicago & Central Indiana railway
scheme was found to be too long and in conse-
quence it sagged woefully. T. J. Pennington, of
air ship fame, was the principal promoter of the scheme,
but claimed that an English capitalist yclept T. Wilkinson,
had $2,000,000 back of Pennington's ideas. W. D.
Keep, a Chicago attorney, was put forward as a director,
to give color to the solidity of the scheme. M. S. Foster,
also of Chicago, is said to have held stock in considera-
tion of the use of his name as director.
Mr. Keep, in an interview with a Review representa-
tive, said: "I have had no stock in Pennington's scheme,
hold no stock in the Chicago & Central Indiana road and
I wouldn't take it as a gift. The use of my name is
unauthorized and as far as my acquaintance goes I haven't
seen him for six months. The scheme was investigated
by W. K. Carlisle for me some time ago and reported
as all on paper." Mr. Carlisle was out of the city and
Mr. Foster could not be found so that the Review
investigation ends as to the men.
The Illinois Steel Company knows of no rail contract
and the General Electric is unacquainted with any elec-
tricity supplies that have gone into the maw of the Penn-
ington scheme. In fact the whole affair was so young
that it is not likely that anyone has been investing in Mr.
Air-ship Pennington's latest. The chief losers are the
few laborers who were on the grounds to make a show
of working.
An English coroner's jury, sitting on what remained of
a line repairer, who fell from a lofty pole while trimming
an arc light, decided that the fall and not the shock was
ELECTRIC TRAIN CITY ANIJ SOUTH LONDON RAILWAY.
lighting the interior of the cars are said to vary greatly
in brightness on account of the changes in voltage.
The engraving is reproduced from the London Electrical
Engineer.
the cause of death, although the "the shock was doubt-
less sufficient to startle him." Such unrestrained vigor
of expression is new to American readers, whose appe-
tite has been raised on "Juggernauting" and such.
502
^t{ed.j\aUM^9^Vm/
STREET RAILWAY LAW.
EDITED BY MR. FRANK HUMBOLDT CLARK, ATTORNEY AT LAW, CHICAOO.
Injury lo Child hy Car Left -vilh Unfastened Brakes.
Where a street railway company leaves a car standing in the street with
unfastened brakes, contrary to the city ordinances, it is not liable to a
child who goes on the car to play, and is injured by the flying back of
the brake.
In the opinion the Court said : —
Leaving the cars in the street as it did, was not an
invitation or license by the defendant to him to play upon
them, even though defendant knew that they were cal-
culated to attract children, and did in fact attract them.
Knowledge on^ the defendant's part that they attracted
children was not an invitation or license to them ; other-
wise the fact that one knowingl}' maintained on his own
premises an object that allured children, would constitute
an invitation to them. Nor could an invitation or license
be implied from the negligence of the defendant, if there
was negligence in leaving the cars in the street. The
most that can be said for the plaintiff is that the defend-
ant, knowing that the cars would be and were attractive
to children, was bound to anticipate what actually
occurred, and to exercise a corresponding degree of care
to see that the cars were securely fastened and guarded,
and is liable for an injury occurring to the plaintiff's
intestate, through its failure to do so. This assumes that
all that the plaintiff is required to show is that his intes-
tate acted as reasonably might be expected of him. But
he might do that and still be a wrongdoer and trespasser,
and contribute by his conduct to the injury which he
received. If he did, then the fact of his youth, and the
fact that the defendant's negligence also contributed to it,
would not render the defendant liable. If the cars had
been set in motion by other children, and the plaintiff's
intestate had been injured by them while lawfully upon
the highway, the defendant clearly would have been
liable. But he was using the highway and the cars for
play, and was a joint actor with other children in causing
that to happen which resulted in his injury. We might
fairly assume, if it were necessary, that a boy ten years
of age and of ordinary intelligence would know that he
had no right to play on cars which a street railway com-
pany had left standing in the street. Upon the declara-
tion as we interpret it, we do not think that, under the
decisions in this state, the plaintiff is entitled to recover.
(Supreme Court of Massachusetts. Gay vs. Essex
Electric Street R. Co. 8 Notes of Cases 52).
[Note. — "A child injured while trespassing has no right of action,
unless injured by negligence of defendant when the injury might have
been avoided by ordinary care on defendant's part. But when a child of
tender years commits a mere technical trespass, and is injured by
agencies that to an adult would be open and obvious warnings of danger,
but not so to a child, he is not debarred from recovering, if the things
instrumental in his injury were left exposed and unguarded and were of
such a character as to be likely to attract children, excite their curiosity
and lead to their injury while tliey were pursuing their childish instincts,
such dangerous and attractive instrumentalities become an invitation by
implication. This is the principle of the turn-table cases, in which chil-
dren have been allowed to recover for injuries caused by playing with
railroad turn-tables wliich were left unfastened and open to public access.
American and English Encyclopaedia of Law.'']
Collision ivitli Grip- Car — Evidence — Distance Within
Which Car Can be Stopped.
In an action against a city street railway company to
recover damages for negligently colliding with a horse-
car at an intersection of the track-ways and thereby
causing the death of the plaintiff's intestate, it is compe-
tent to show, as bearing on the question of negligence,
that defendant's grip-car was not so near the point when
the horse-car was crossing the cable track, as to make it
impossible to stop it before it came in contact with the
horse-car.
In such case a witness testifying as to the possibility of
stopping a cable car within a stated distance, can answer
as to the source and basis of his knowledge. If such
witness has been in the service of street car companies, a
reference by him to previous experience and observation,
will not be improper, because it may tend to show that
he was qualified to give evidence as to the distance
within which it was possible to stop such a car.
(Supreme Court of Illinois. Chicago City Railway
Co. vs. McLaughlin. 25 Chicago Legal News 396.)
Electric Street Railway — Teamster Driving in Track.
A teamster driving along the track of an electric street
railway, is not guilty of negligence in failing to get off
the track when the car comes along, when he tries his
best so to do, and would have done so but for the reason
that the rails were wet and slippery, and the ice and snow
thereon held his wheels, nor in turning towards the other
track instead of attempting to turn out on the side away
from it, where he had no reason to anticipate that he
would be unable to drive off the track at any time, and
get out of the way of a car.
The conductor on an electric street car, who sees a
loaded team upon the track, endeavoring to get off, but
unable to do so because the wheel slipped along the rail,
who has ample time to stop the car before it strikes the
wagon, is guilty of negligence where he does not attempt
to slacken the speed of the car until within twenty feet of
the wagon.
(Supreme Court of Wisconsin. Will vs. West Side R.
Co. 54 Northwestern Reporter 30.)
Injiirv to Passenger Alighting — Sudden Starting of
Car.
If the conductor of a street railroad car negligently
fails to observe whether a passenger has alighted, or
knowing that he has not, negligently starts the car too
soon, and in consequence of that, a sudden jerk of the car
takes place and throws him down, and is the immediate
cause of his falling and injury, and the accident would not
have happened but for that fact, such negligence as might
be imputed to him in being on the steps of the car can-
not, under the circumstances, be properly held to be con-
tributory negligence.
(^(/uid/0\aiWxiy'9^ylcW'
5(53
It is the duty of a street railroad company to stop
when a passenger is about to alight, and not to start the
car until he has alighted.
(Supreme Court of the United States. Washington &
G. R. Co. vs. Tobriner. 147 United States Reports 571.)
Crowded Condition of Car — Pusseugrr Slanding on
Step — Contributory Xcgligencc — Directions of Driver.
A passenger injured by being knocked off the front
platform of a street car, was not guilty of contributory
negligence as matter of law, in riding on the step outside
of the gate, where the car was so crowded that there
was no other available space, and he was received as a
passenger, and was by the driver permitted and directed
to take such position.
Standing on the front platform of a street car, outside
of the gate, by the permission or direction of the driver,
is not so obviousU' dangerous as to prevent a recovery by
a passenger who was knocked off the steps without his
fault.
A statute providing that street railway companies in a
certain city shall not be liable for injuries to persons
caused b}' their getting on or off the cars at the front end,
does not appl}' to a passenger who when injured was not
getting on or off, but was riding by direction of the
driver on the steps of the front platform.
(Supreme Court of Missouri. Seymour vs. Citizens
R. Co. 21 Southwestern Reporter 739.)
Center Pole too A^ear Track — tnjury to Passenger —
Contributory Negligence in Having Ar)n Out of
Window.
A passenger upon an electric street car is not guilty of
negligence -per se which will prevent her recovery for
injuries from her arm coming in contact with a center
pole set too near the track, in resting her elbow upon the
sill of the car window, from which it is made to protrude
by a sudden motion of the car.
(United States Circuit Court, Eastern District of
Louisiana. Schneider vs. New Orleans & C. R. Co.
54 Federal Reporter 466.)
Action for Death of Child — Excessive Speed of Car —
Team Frightened.
A street railway company is not guilty of culpable
negligence, rendering it liable for the death of a child,
because its car was going faster than the maximum speed
allowed by the city ordinance, where the mules hitched
to the car became frightened at an engine and started up
the street, and before they had gone more than about
fifty yards, the child ran in front of the car, only about
three or four feet in advance of the mules, and so near
that the driver was unable to avoid the accident.
(Supreme Court of Virginia. Trumbo vs. City Street
Car Co. 17 Southeastern Reporter 124.)
Injury to Person at Street Crossing — Failure to King
Gong — City Ordinance.
Failure to ring the gong of a cable car while passing a
street crossing is negligence per se — especially where
such failure violates an ordinance of the city requiring
the gong to be kept sounding until the crossing shall
have been passed.
A street railway company is not relieved from liability
for injuries occuring because of failure to ring the gong
of a cable car while passing a crossing as required by a
city ordinance, by the fact that the ordinance in terms
requires the persons immediately in charge of the car,
and not the company, to give the warning.
Failure to ring the gong upon a cable car while pass-
ing a crossing is not e.xcused by the fact that the grip-
man's hands were otherwise necessarily engaged, and
that the conductor was temporarily absent from his post.
A person crossing a cable street railway track at a
street corner on a dark and foggy night, was not, as a
matter of law, guilty of negligence contributing to his
being struck by a car passing the intersection of the
street without the warning required by ordinance, where
a car going the other way somewhat obstructs the view,
and he heard no warning from other persons, although
the car which struck him had a headlight, and bystanders
shouted to him to get out of the way.
(Supreme Court of California. Driscoll vs. Market
Street Cable R. Co. 32 Pacific Reporter 591.)
Passenger Carried by Destination — Alighting Before
Car Has Stopped.
The alighting from a street car before it has come to
a stop, by a passenger who has been carried by her des-
tination through the conductor's carelessness, cannot, as
a matter of law, be declared negligence, regardless of
attending circumstances, such as the speed of the car and
the conduct of the conductor.
(Missouri Court of Appeals. Duncan vs. Wyatt Park
R. Co. 48 Missouri Appellate Reports 659.)
AS HARTFORD SEES US.
A CORRESPONDENT of the Hartford Times
writes back to his paper in regard to Chicago
street cars. He observes: — -
"The Chicago cable or electric car waits for nobody.
It never comes to a full stop until the terminus of the line
is reached. Eastern people stand on the corner and
make signs to the conductors, but it is no use. If you
want to -get aboard you have to step lively and jump for
the car. Chicago people seem to have no trouble in hop-
ping on and off the cars. The women do it as grace-
fully as the men, and if anj'thing were nedeed to refute
the libel on the size of a Chicago girl's foot, it is the
agility with which she transfers it from the crosswalk to a
fast moving car, or vice versa." We fear the young
writer has tarried too long at the seductive California
orange cider.
Thomas Robij, timekeeper for the Brooklyn Heights
Railway Company, entered fictitious names on the pay
roll and drew the money to the extent of $3,000. He is
in jail. Robb is 46 years old and worked for $14 a week.
564
(^lA€£tj\ailM^lf^eVlcW'
THE VARIATION OF COAL CONSUMPTION
IN POWER PLANTS.
THE fact that the coal consumption of a railway
station does not vary as the passengers carried, is
well known to those who have kept daily records-
The accompanying curves are the result of a study to
determine upon what item the fuel account depends.
The road on which the observations were made is oper-
ating on an average forty cars. The lines are level, with
a considerable number of curves. Machinery aggre-
gating 900-horse-power maximum capacity is kept in
operation. The curves show the record of a month's run.
While the results do not show that the fuel bill is depen-
dent on any one item, nor do they entirely settle the ques-
tion as to the reason of the variation in the coal consump-
tion, they nevertheless help to throw light on some points.
As would be expected, the coal used is most nearly
economical to run trailers than to run extra motors cars
and also that more people hauled per motor calls for
very little more power. This also accords with the
fact that the more people hauled per motorman the better
it is for the company's financial department.
THE HISTORIC SITE OF THE GREEN BAY
POWER HOUSE.
THE recent purchase of the house and grounds of
Mrs. H . O. Crane, of Green Bay, Wis., by the
Green Bay Electric Railway Company, for a
power house site, aroused the latent memories of the
oldest inhabitant.
The location is historic, dating back to the "Green Bay
settlement" times of 1829. Here Judge Arndt established
the first "tavern" in the settlement and the first ferry
TOTAL CAR MILES MOTOR
COAL CONSUMPTION
PflSaENGERS CARRIED
HORSE POWER HOURS
CURVES SHOWING RELATIVE VARIATION OF FUEL, HORSE-POWER, PASSENGERS, MOTOR CAR MILES, ELECTRICAL HORSE-POWER AND CAR MILES.
dependent on the horse-power hours. These two items
do not vary exactly in the same ratio, but it is thought
by those in charge that the discrepancies between these
items can be accounted for by variations in the quality
of fuel, in the firing, slight changes made on the
engines, draught, etc. The horse-power hours in turn
are most nearly dependent on the motor car miles, the
trailers not having much influence. This is as was
anticipated, because ammeter readings taken on the cars
showed that there was but little difference in the current
consumption of the motors with and without trailers. So
many items come in between the coal pile and the motor
that it is hard to determine exactly what causes the vari-
ations. The month of July, during which the record
was taken, was uniformly dry and temperate, but there
are, nevertheless, many unaccountable differences
between the different items.
The main useful lesson taught by these curves is that
within the limits of public accommodation it is more
across the Fox river to the Fort Howard military reser-
vation. The place is redolent of anecdote of the old
Martinet, Maj. Twiggs, U. S. A., afterward general,
who was wont to publicly cowhide his men if the strin-
gent military rules were overstepped. A drunken baker
in his command once spoiled a batch of bread, for which
misdemeanor summary vengeance was wreaked. The
major made the unfortunate baker publicly eat a loaf of
the spoiled bread without a drop of water.
On this spot the first Green Bay store was built, and
here the first lake schooner, the Wisconsin, was con-
structed.
A tablet should mark the historic spot now taking its
place in modern history by conversion of the last and
greatest triumph of human intellect.
August 31 the cable car ran its last trip on the
Seventh street line, St. Paul, which has just been electri-
cally equipped. The hill line is still using cable.
(^l^ectiF^aiWay'li^yleW'
565
DEAD WEIGHT IN CAR BODIES.
THERE has been, of late, a noticeable tendency to
criticise the increased weight of car body that
has followed the adoption of electricity. It has
been claimed that the steam car builder, with his heavy
patterns, has had too much influence on the weight of
street railway rolling stock. No one ought to be better
able to discuss this question than the makers them-
selves, who have had the opportunitj' of a more extended
observation than anyone else. The Review has com-
municated with several and their answers present all sides
of the question.
BROWNELL CAR COMPANY.
F. B. Brownell looks at the problem more from a con-
sumer's standpoint. He says: —
"The use of mechanical motors for street car propul-
sion has developed a demand for larger cars, which, of
necessitj-, must be heavier in proportion. Our idea is that
every pound of dead weight in cars, over and above what
is necessary for requisite strength, is a detriment and means
additional constant expense for fuel when the car is in
operation. Especiall}' is this item heavy on electric roads,
where the consumption of power is in direct proportion to
the load carried. It is for railroad operators to decide
whether it is more economical to keep up car equipments
than track repairs, fuel and other machinery. It is possi-
ble that with electric motors additional weight might be
required to give necessary traction. We are still making
a study to build our cars as light as is possible, consistent
with the service and loads carried."
ANOTHER PROMINENT CAR BUILDER
whom we are not at liberty to quote, e.xpresses the
opinion that the old idea derived from carriage building,
of combining the greatest strength and lightness, was the
correct one. When steam car makers began on street
cars they brought in unnecessary weight, greatly to the
detriment of the roadbed and equipment. The custom
recently adopted of having the truck furnished bj' one
party, the car body by another and the junction made by
still another is not conducive to the life of the car body.
The preservation of the car body is not sufficiently
thought of by most truck builders.
LAMOKIN CAR WORKS.
Henry Cochran, superintendent of the Lamokin Car
Works, says: —
"The car bodies built by us, for electric service, are
about I, GOO pounds heavier than the horse car of the
same size. This has been found necessary, as the con-
struction of the horse car was too light to stand the strains
called for by electric service. One reason for this is the
higher rate of speed. The average motorman delights in
showing the speed of his car, giving the motor all the
current he can, and before he knows it he is at the next
street and some one is there to get on. He throws off the
current and sets his brake as hard as he can, bringing the
car up with a jerk. It is this way of handling a car
which tries every joint in it, and this is why we found it
necessary to make the car heavier. Another reason is
the rough and hurried manner in which the road bed, ties,
and rails are put down. We find that unless cars are
built very strong that we get the blame, no matter what
the conditions of the road bed. Some of the trucks in the
market afford no support for the body except near the
ends. This necessitates heavier sills, to enable the body
to support itself. Again, many railway managers insist
on carrying i8 and 20 foot car bodies on 6 to 6}^ foot
wheel base. They must also have a vestibule on each
end of this body, or a large roomy platform, and the
builder must build strong enough to meet all these things
or his cars are no good, and so I might go on citing
many reasons for heavier construction.
"Notwithstanding what may be said to the contrary,
we had to come to it. The car body has not increased in
the same ratio as the running gear. The old horse car
gear weighed from 900 to 1,200 pounds, whereas the
electric truck weighs anywhere from 3,000 to S,ooo
pounds. Add to this 5,000 more for motors and fittings
and you have a total of 8,000 to 10,000 pounds against
the old gear. This mass of steel and iron is almost rigid
in comparison to the old gear, and to this the car body is
bolted and is whirled and twisted along at a gait of from
15 to 20 miles per liour with sudden starts and stops.
Don't you think it is necessary to build them heavier? I
do not think there is much needless weight used in steam
cars. Take a car of the heaviest construction and in
three years, after running on express time with the use
of the air brake, every joint in it will work.
"My opinion is a car cannot be too strong, as you can-
not form an adequate idea of the enormous strains conse-
quent on high speed and sudden starts and stops."
It seems to the Re\iew that the questions as to
whether car bodies or tracks are easier to repair cannot
be discussed, for the reason that they are interdependent.
The idea that car bodies should be heavier to compensate
for the increased shaking up they get with rough tracks,
is all right when considered from the standpoint of the
car builder, who acts in self defense, but it is not all right
from the operator's standpoint. A poor track demands a
heavy car, which in turn acts to greatly increase the
roughness of the road. A good road will admit of a light
car, which in turn saves the roadbed and rail joints. The
argument is unquestionably in favor of smooth tracks and
light cars. The horse cars running as feeders to the
Chicago cable systems, are run as trailers on the cable
trains, yet there is probably as much wear and tear per
mile on them, when on the horse lines, as on the cable,
foi the reason that the cable lines are so much smoother.
At least the light cars in this instance seem to stand up
very well, although the suddenessof starting and stopping
is as great as on any road. As we said before, the car
builders have been driven to heavier construction because
of the rough treatment their cars receive, and this is a
fault that can only be corrected by the street railways
themselves by track improvement.
566
(^|ji£eti?(ailw&y"li^ViW*
THE BRIGANTINE TRANSIT COMPANY.
SOME highly learned old economist once said that
he who makes two blades of grass grow where
formerly but one existed is a benefactor of man-
kind. Just what that philosopher would say of a man
who enables a thousand peo-
ple to travel where one could
not formerly go, may be
supposed.
Such is the deed, however,
performed by the Brigantine
Transit Company of Brigan-
tine Island, N.J. Brigantine
Island, across Aboscon Inlet
from Atlantic City, has for
many years been a favorite
resort for hunters and fisher-
men, and was more inhabited
by retiring folk who liked to
be just near enough, and not
FREIGHT LOCOMOTIVE.
The plans for the entire undertaking were safely
entrusted to Chas. H. Warner, of New York, as consult-
ing, and F. C. Bates as resident engineer.
On March i the railway was begun and on June 24 the
first car was sent over the seven miles of single track.
Just what change was wrought by the introduction of the
electrics may be read from
our engravings or told by
the thousands of visitors who
during the summer have en-
joyed the recreation of Brig-
antine beach. The power
house and car barn shown in
our engraving are situated at
the middle of the line and are
built with corrugated iron
sides and roof. The car
barn has a capacity of nine
cars.
The power is furnished by
two 75-horse-power Man-
POWER HOUSE AND CAR BARN.
too near, the whirl of fash-
ionable life at Atlantic City.
The great drawback to the
popularity of the island and
to its development into a re-
sort of prominence was the
lack of transportation facil-
ities. The choice of travel
was a la Ilobson, either by
sail boat, for which any price
might be asked, or by train,
28 miles, at the cost of three
hours' time. To develop
this spot, which Dame Na-
ture had originally intended
as a resting place for weary
humanity, a syndicate of Philadelphians, under the name
of the Brigantine Transit Company, laid well-considered
plans for a steam ferry from Atlantic City to Brigantine
beach, and an electric railway the length of the island.
THE BRIGANTINE DOUBLE DECK CAR
POWER HOUSE SITE AS IT APPEARED LAST YEAR.
ning vertical tubular boilers,
built by Bigelow & Company
of New Haven, and a 150-
horse-power Westinghouse
compound engine coupled to
a multipolar General Electric
dynamo. The fuel used is
pea coal and the consumption
averages 3,500 pounds a day
of eighteen hours.
A double wire General
Electric overhead system is
used, suspended by special
clip and Medbury insulators,
the second wire obviating an
insulated feed wire and the
use of overhead frogs and switches. The cars are
double deckers, 38 feet long and accommodating 150
people; two waterproof 50 General Electric motors, with
9 turn armature, are used to each car, geared to thirty-
<^ticctl^\ailvv^9^ym/
oG",
five miles an hour maximum. The steel ferr}' steamer
operated in connection with the railway carries 250 pas-
sengers and is fitted with a 6,000 candle-power search
light. The ferry schedule is 6 a. m. to 10.30 p. m., with
the electric railway running half an hour later.
The traffic to Brigantine Beach has increased almost
incredibI^^ During June the company carried 1,300 pas-
sengers, in Jul^' the number increased to 41,000 and the
first half of August showed a traffic of 36,000.
The pavilions on Brigantine Beach are owned by the
company and situated at the termini of the line and were
built from designs of the consulting engineer.
The railway runs within a few feet of the beach in
some places and in others is nearly 1,000 feet from the
THE STEAMER BRIGANTIXE.
shore line, but the entire route gives a splendid view of
the ocean on one side and of the salt meadows between
the island and the main on the other.
The officers of the company are J. Rush "Ritter, presi-
dent; William Hacker, treasurer; Geo. H. Cook, secre-
tary; and J. T. Skerrett, general manager.
THE WATER POWER ELECTRIC ROAD AT
SALEVE.
AN interesting and unique mountain railway has just
been put in commission at Saleve, Switzerland.
The line, to be brief, is arranged in three sections
of equal length, which meet at Mounetier-Mairie. The
first is to Etrembieres, the second to Veyrier, and the
third to Treize-Arbres. Each line is about two miles
long, with an average gradient of i in 100, the maximum
being i in 20. The generating station at Arthaz is
actuated by water power driving Thury dynamos direct
coupled to slow speed turbines. The turbines are regu-
lated to forty-five turns a minute, the dynamos also run-
ning at this extraordinary slow speed, being therefore
very large in proportion to their output.
Each dynamo gives 275 amperes at 600 volts, and is
10 feet in diameter, the armatures measuring 8 feet 6
inches. The dynamos weigh 19 tons each. The shafts
are vertical, and, as stated, direct coupled to the turbines,
the field magnets being supported on special bed-plates.
As far as we know, these machines enjoy the title to
the distinction of being the largest direct current
machines built of this type, but on account of the slow
speed are not nearly as effective as they might be with a
TRACK, COG AND CONDUCTOR RAILS.
little more skillful application of the verj- advantageous
water power.
The power is taken from the Arve river, with
600-horse-power available as a minimum, with a drop
from the head to the tail race of only 10 feet. To
develop the power three turbines are used, one for week
days' supply, one for Sundays and holidays, and one as a
m.
THE POWER STATION, SALEVE.
spare unit in event of accident. A small turbine is main-
tained in addition, driving the exciter for the large gen-
erator magnets.
A constant speed is maintained for the exciter, and as
far as possible the same practice is followed with the
larger machines, but the excitation of the large dynamos
is controlled by an automatic governor, actuated by a
relay wire.
The overhead wire supplying the conductor is carried
568
^tCeetlf^aiWa^ll^ylev/
on strong posts. The conductor is a Vignole rail running
parallel to the ordinary rail and carried by iron chairs on
porcelain insulators.
A brush collects the current from the rail. An inter-
esting feature of the economics of the line is that the
third rail, being of the same section as the traction rails,
may be used with the latter interchangeably when either
SIDE VIEW OF SALEVE CAR.
becomes worn. This is made possible by the fact ihat
the middle rail is laid reversed, to present as broad a sur-
face as possible to the brush. There is a loss of 15 per
cent of the current generated, in the conductors.
The Thury type motor is used, 4-pole, 30-horse-power,
at 600 revolutions. The factor of safet)- is sharply looked
THE THURY MOTOR.
after, and the motorman has eight brakes at hand, four
friction, two electric and two dead-stops. The electric
brakes are the motors themselves, which may be run as
generators. In addition to all this the usual ratchet
device prevents running back on grades.
The cars are handsome vehicles of the combination
type, and weigh 12 tons when loaded.
The motors drive pinions which gear into a rack after
the method so common on the mountain railways in
Switzerland and elsewhere.
PERFORMANCE OF THE OGDEN CITY
STREET RAILWAY PLANT.
liY W. H. .SMITH, ELECTRICIAN AND .SUPERINTENDENT OF MACHINERY.
NOTING a test given by R. B. Holbrook, on
the Cedar Rapids & Marion City Railway, in
the August Review, I thought it might be
interesting to some to know what other roads are doing.
The following test was selected at random from tests
made covering several months of last year.
The station is equipped with two compound condensing
engines of the Corliss tj'pe, 16 by 28 by 48, made by
Fraser & Chalmers of Chicago, with condenser and
heater; three return tubular boilers, 56 by 18 feet, with
seventy 4-inch flues, made by the same company ; and three
125-kilowatt Edison generators. There were run on
that day, August 20, 1892, four 20-foot double truck cars
equipped with two 25-horse-power single reduction
Edison motors, two 16-foot cars with one 25-horse-power
single reduction motor, and two eight-seat open cars
equipped with Westinghouse double motors, 15-horse-
power each, two to the car. Grades from 2 to yj^ per
cent; running time ten miles per hour, including all stops.
Coal was weighed on our own scales as we used it. The
steam gauge, water meter and temperature of feed water
were read every hour. Common slack coal was used at
a cost per ton of $2.
Duration of ttst (fire banked seven hours) ,24 hours
Average temperature of feed water 150 deg.
Average pounds steam pressure.. 117
Pounds of coal burned _. 7,830
Pou nds of ash . . , .. 515
Pounds actual combustion 7i3'5
Per cent of ash,. 6,5
.\niount of water, 754 cubic feet, or in pounds 47,1^5
Pounds of water evaporated to one pound of coal 6
Pounds of water evaporated to combustion _ 6 44
Car miles 1,042
Cost of fuel per car mile $0.0075
Average electrical horse-power per hour 141
Pounds coal burned per electrical horse-power 3,32
Two engineers, one at $125 per month and one at $100 $7-.';o
Two firemen, at $65 per month each f 4 33
One pound colored waste $0,065
One pound white waste $0,085
One gallon engine oil. $055
One gallon cylinder oil. Jo 65
Cost per electrical horse-power per hour, including engineers'
and firemen's salaries, coal waste and oil .58 cents
The Thompson wattmeter was used and read every
twelve hours. In looking over our old reports I have
found some tests that would give a better showing; but,
as I have noted above, this test was taken at random from
a number covering several months.
We have found that the nearer the plant has been run
up to its capacity the cheaper it can be operated per car
mile. We have had the same e.\perience as to variation
of fuel and steam, the car mileage track and atmosphere
being equal, as one day in this climate is just like the pre-
ceeding day for weeks at a time. The number of pas-
sengers carried did not seem to make any appreciable
difference, and we have been, so far, unable to solve the
(^Jjicctll'^ailM^xiy-ll^Vi^
569
problem. Running condensing or non-condensing \vill
make a difference in the coal account of about one ton
per day.
A BIG BELT BUILDER.
AMONG the greatest and most flourishing industries
that have built up with the progress of mechanical
science is that of the belt maker. Time was when
any makeshift would do the duty of a power transmitter,
and the energy lost by early
attempts at belt making, if
properly conserved, would
keep half our present fac-
tories going during these
hard times and save expense
at that. Now, however, the
belt maker is as responsible
and necessary an agent as
the engine builder, and the
two are interdependent to an
extent that can only be ap-
preciated by actual experience. Belts have grown wider
and thicker and longer until it seems almost necessary to
J. A. J. SHULTZ.
belt makers to take hides of the ordinary size and piece
them together for the benefit of the central station man-
ager. Prominent among the belt makers of the age is
the well known St. Louis house founded by J. A. J. Shultz,
of St. Louis, seventeen years ago. When Mr. Shultz
began to make belts their advantage for mechanical trac-
tion was quickly demonstrated, and this large branch of
manufacture has become an important item, as the reports
of the large sales of Shultz belting to street railway plants
clearly show. Mr. Shultz introduced among other
improvements the surface tanning of leather for belting.
The process leaves the interior clear rawhide, insuring
elasticity, strength and durability. Business flourished
with the growth of demand and in 1877 the Shultz Belt-
ing Company was organized, with a paid up capital of
$300,000, and Mr. Shultz became president. W. P.
Mullen was made vice-president and B. C. Alvord, secre-
tary and treasurer.
The works, which are illustrated herewith, are situated
at Bismarck and Barton streets, St. Louis, and comprise
one, two, three and four story buildings, covering an area
of 200 by 166 feet. The machinery in the factory is of
the best and most complete special designs, and a special
tannery on the premises insures workmanship that can be
THESE ARE THE BELTS THAT SHULTZ MADE.
breed up a special variety of cattle for that purpose,
at least as large as elephants with their integument laid
in .strips already joined. Until that time, however, we
shall have to depend upon the skill and enterprise of our
guaranteed. The pliable interior and the soft outside
grain makes the Shultz bell the ideal of strength and pli-
ability and utmost working power. All belting is
stretched twice before being put together, and is equally
570
(^kcctj\a4iWii^U^A/m/
adaptable to hard service and rapid motion on small
pulleys and in every form of twist connection. The
adherance of the surface of the belt to the surface of
the pulley insures great driving power.
Shultz belting has won an international reputation, and
shipments are made all over the world of the patent sable
rawhide and patent rawhide lace leather. A recent ship-
THK hHliLiZ FALluKY.
ment of 20,000 feet of belt to Moscow, Russia, is one of
hundreds of like exportations.
The work consumes upward of 30,000 hides annually,
and the business, under the direction of President Shultz,
is growing rapidly.
The buggy was directly across the tracks of the
Scranton railway, and the motorman rang his gong
SPRINKLING CAR AT FORT WAYNE.
THE tank car here illustrated was built by the Fort
Wayne Electric Railway and is in daily use on the
road. The tank will hold fifty barrels of water. It
is filled at stations on the line, but in another season con-
nections will be made with the city hydrants so as to use
a four-inch fire hose, and it is thought that the tank
can then be filled in about twelve minutes. The
car weighs 8,000 pounds itself, and the water 10,000
pounds additional. The tank once filled will sprinkle
about three and a half miles of single track. The track
is gone over twice a day. The sprinkler is used as a
trailer and towed by any of the motor cars. By making
the bottom of the tank-car itself perfectly waterproof a
motor could be put on the car, but as there is always
some danger of the water splashing on the motor, Gen-
eral Manager M. S. Robison thought best to use it as a
trailer. The tank is 7 feet wide, 11 feet long and
5 feet high. There are two cross partitions inside of the
tank to keep the water from splashing against the
ends when the car is in motion. These partitions com-
mence 6 inches from the bottom of the tank and end
6 inches from the top of the car. The car is of the
same width as the tank and 19 feet long, leaving a three-
foot platform at each end. The sprinkling part is directly
under the car, between the front and hind wheels, extends
6 inches beyond the rails on each side and is one foot from
the top of the rail. There are in the sprinkler three rows
of holes, }i inch in diameter and yi inch apart, running
the entire length of the tube. The advantage of keeping
*'THE TANK WILL HOLD FIFTY BARRELS OF WATER."
fiercely for the warning of the obstructionist. Finally
patience ceased to be a virtue, and he began : " Git out
of that track, you blank ety-blank chump, or I'll smash
your blank gig into blankety-blank smithereens." The
buggy thus adjured turned to one side, and an extremely
pretty woman, with laughing eyes, said, "Oh, excuse
me." The headlight was eclipsed for the rest of the trip
by the motorman's vigorous blush.
the rails wet and clean are too well known to need
emphasis. The saving in power and wear and tear on
machinery, besides the increased comfort to passengers,
on suburban lines where the city sprinklers do not run,
are sufficient arguments for track sprinkling.
The Dallas cable railway has passed into the posses-
sion of the Queen City Railway of that cit}\
(^liktli\aUM^9^A/lcW'
571
HANDSOME CARS OF THE JEWETT CAR
COMPANY.
THE Jewett Car Company, of Jewett, Ohio, is fast
making a record for itself as builder of some of the
most attractive cars to be found anywhere. Our
illustrations show one each of the single and double truck
-"=■•!■■,-••'■-
vestibules recently delivered the Sandusky, Milan & Nor-
walk road. Great pains have been taken in selection of
material and workmanship, and the determination to
build a strong, serviceable car is no less than that of mak-
ing it attractive within and without.
MAYNARD'S CABLE ROAD BRAKE.
OUR illustrations show the action of a cable road
brake that has been tried with success on an
incline cable track at Kansas City. It is very
simple, and at first examination of little promise. Actual
trial, however, demonstrates that it will stop almost any-
thing.
The wheels, which are free to turn, are si.x inches in
diameter and two inches thick. One pair presses above
the slot rail, the other from below. At the trials in Kan-
sas City the car was allowed to attain a speed which the
spectators thought would result in certain destruction, but
the car was quickly brought to a stand. The steel shank
A A is in one piece, pivoted at D so that a movement of
the lever handle from a vertical position causes the wheels
to exert an enormous clamping pressure, and yet avoid-
ing an instant stop. The brake is quite inexpensive, and
is the invention of K. A. Maynard.
A A — Brake lever, all one piece of steel. B — Two wheels which
revolve upon upper side of slot rails. C — Corresponding wheels on
under side of slot rails, D — Pivot on which brake sv\ ings.
THE VOGAN BROTHERS' SANDER.
AMONG the several sand boxes offered street rail-
ways, that of the Vogan Brothers Manufacturing
Company, New Castle, Pa., is one of the simplest
and most economical. The illustration is a complete
VOGAN BROTHERS' SAND BOX.
description of the device to every practical manager. It
is made for both lever or foot power as desired, and is
already giving excellent satisfaction on twenty-five roads.
Another device manufactured by the same firm, which
commends itself, is the steel radial draw bar, in which the
VOGAN brothers' SPRING DRAW HEAD.
spiral draw spring is in the bar, allowing of a direct pull
on the spring on even the shortest curves, and preventing
at all times that unpleasant jerking and surging which
is experienced in the operation of trailers.
572
(^^l/ieetj\aiU;ay-li^^
R. D. NUTTALL.
AN OBITUARY.
THE street railway fraternity loses in the death of
Robert D. Nuttall one of its pioneer supply men, and
an upright, honorable and everj- ready friend. Mr.
Nuttall's demise occurred August 29, at his home in
Allegheny, Pa., where he succumbed to an attack of
typhoid pneumonia. The
fatal disease was contract-
ed in Toronto, Canada,
whither business relations
led him. Robert D. Nut-
all was born in 1863, near
Pittsburg. At the age of
14 he was apprenticed to
the machinist's trade, and
from that date was de-
pendent upon his own re-
sources. His phenomenal
success, therefore, can
only be attributed to his
naturally brilliant mind,
his devotion to duty, and
his upright business prac-
tice.
At the age of iS he began a two-year service in loco-
motive engineermg, but returned to his trade at the time
when electricity first began to attract attention as a loco-
motive power. To this branch of industry he turned,
and in 1887 organized the R. D. Nuttall Company in a
very humble way with $500 capital. Several changes in
partnership and the rapid growth of the work saw the
plant increase its stock to $50,000, with Mr. Nuttall as
president.
In Jul}' of this year Mr. Nuttall retired from the com-
pany, and was casting about for new channels for his
energy, thus sadly interrupted.
He leaves a wife but no children, parents, one sister
and five brothers. In a recent letter to the Review he
wrote of the pleasure he anticipated in renewing his street
railway acquaintances at the coming convention, on which
occasion he will be sadly missed by a very large circle of
friends.
THE LATE R. D. NUTTALL.
IRON AS A CONDUCTOR.
AN English author, in discussing the different metals
and their cost in electrical distribution recently,
showed that iron was the cheaper, when the sim-
ple first cost of the metal was considered. That is, to
conduct a given current with a given loss, the cost of the
actual metal necessary would be less in the case of iron
than with copper. However, the bulk of iron necessary
increases the cost of installation, so that copper is cheaper.
The prices upon which these calculations were made are
English, but the same will hold true with American
prices. This statement again brings to mind the idea of
using rails as return feeders. Bulk amounts to little in
this case. It is simply a question as to whether the iron
can be laid and bonded at a cost below that of bare cop-
per wire. The Intramural Railway at the World's Fair
furnishes an example of the use of iron as a feeder wire.
When it is laid underground, bonding would be more
dithcult to properly accomplish than on the Intramural
structure, but it would not be nearly as difficult as on a
railway track where there is a motion of the rail ends.
Especially where old rails are available, the use of iron
for return feeders would seem to be worthy of considera-
tion, as it might very easily be made economical in some
places. A given bulk of copper weighs more than iron
in the ratio of about 25 to 21, and the conductivity of
iron is about one-seventh that of copper. Accordingly,
rails at $32 a ton would be equivalent to copper at thir-
teen cents a pound, not including the bonding of the iron.
THE ELECTRICAL CONGRESS.
THE electrical congress, which convened in this city
for the week beginning August 21, brought
together by far the largest number of distin-
guished electricians in the history of the science. It was
probably a more truly representative congress than any
that have been held here this summer, consisting as it did
of the cream of the profession from all countries, called
together by an enthusiasm that exists among few other
classes of men. The tone of the meeting tended more to
the scientific than the practical, if we may use the dis-
tinction. Section "C," in which pure practice was to be
discussed, was productive of many valuable papers and
discussions, although it had none directly touching elec-
tric traction, which is rather strange, considering the place
the latter subject has taken, as compared with other
branches of electrical work. In the discussion of Professor
Jackson's paper on "Underground Wiring in the United
States," the recent troubles in Cambridge from the elec-
trolysis of the lead cable coverings bj' the railway current
were mentioned. It was said that the trouble was lessened
by running copper feeders from the grounded pole of the
station generators to points along the line. The trans-
mission of power by multiphase currents was discussed at
some length, in which connection the Westinghouse
transmission exhibit was fully described.
The congress was closed formally on Friday afternoon,
at which time the different sections all assembled to hear
the report of the chamber of delegates on international
electrical units.
OHIO STATE TRAMWAY ASSOCIATION.
THE annual meeting of the Ohio Tramway Associa-
tion will occur in Cincinnati on Wednesday, Sep-
tember 27, and, as usual, will occupy one full day.
No special programme of papers has been prepared, as
the experience of last year proved the greater value of
general discussion of questions of special interest.
Attendance promises to be good, and the meeting a very
interesting one.
<^f)jwdrj^^
573
CAUGHT ON THE RUSH TRIP.
American Street Railway Association.
D. F. LONGSTREET. President, Denver, Col.
DR, A. EVERETT, First Viok-President. Cleveland, O.
JOEL HURT, Second Vice-President, Atlanta, Ga.
W. WORTH BEAN, Third Vioe^I'resident, St. Joseph. Mich.
WM. J. RICHARDSON, Secretary and Treasurer, Brooklyn, N. Y.
ExEODTiTE Committee— The President. Vice Presidents, and John G.
Holmes, Pittsburg, Pa.; J. D. Crimmins, New York City; Tuos. Minart. Lodib-
viUe, Ky.; Jas, R. Chapman, Grand Rapids, Mich., and Benj. E. Charlton-
Hamilton, Ont.
Next meeting, Exposition Building, Milwaukee, third Wednesday in October.
Massachusetts Street Railway Association.
President, CHARLES B. Phatt, Salom; Vice-i)re8ident8, H. M. Whitney, Boston,
Auos F. Breed, Lynn, Frank 8. Stevens; Secretary and Treasurer, J H. Eaton.
Lawrence.
Meets first Wednesday of each month.
Maine Street Railway Association.
President, William R. Wood. Portland.
Secretary and treasurer, E- A. Newman, Portland.
Nest meeting will be held the first Wednesday in February, 1894.
Ohio State Tramway Association.
President .A.. E. Lang, Toledo; Vice-president, W. J. Kelly, Columbus; Secretary
and Treasurer, J. B. Hanna, Cleveland; Chairman Executive Committee, W. A.
Lynch, Canton, O.
Meets at Cincinnati on the fourth Wednesday in Bept^ember, 1893.
The Street Railway Association of the State of
New Jersey.
President, John H. Bonn, Hoboken; Vice-president, Tnoa. C. Baer, Newark,
Secretary and Treasurer, Charles Y. Bamfokd, Trenton; Executive Committee,
Officers and C. B. Thlrston, Jersey City; H. Romaine, Paterson; Lewis Pek-
EiNE, Jr., Trenton.
The Street Railway Association of the State of
New York.
C, DENSMORE WYMAN, President, New York.
D. B. HASBROUCK. First Vice-president. New York.
JAS. A. POWERS. Second Vioe-president, Glen FaUs.
W. J. RICHARDSON. Secretary and Treasurer, Brooklyn.
Executive Committee.— D. F. Lewis, Brooklyn; John N. Beckley, Rochester,
J. W. McNamara, Albany.
The nest meeting will be held at Rochester, September 19, 1893.
Pennsylvania Street Railway Association.
JOHN A. COYLE, President, Lancaster.
JOHN G. HOLMES, Vice presidknt, Pittsburg.
H. R. RHODES, Second Vice-president, Wiliiamsport.
L. B. RBIFSNEIDER, Secretary, Altoona.
WM. H. LANIONS, Treasdrer. York.
Next meeting, Reading, September 5, 1894.
Arkansas.
Camden, Ark.— Camden Electric Light & Power Company plant
sold at receiver's sale to General Electric Company (Chicago office) for
$30,000. Plant will be improved.
California.
Los AxoELES, Cal. — Chas. Button, plaintiff, vs. Southern California
Motor Road Company, is suit to recover $5,73*^00 with interest and
costs.
Sacramento, Cal. — Rumored that the recently incorporated Ameri-
can Investment Company has a line from Sacramento to Walnut Grove
in view.
San Dikgo, Cal. — A. B. Spreckels, owner of the electric railway, I:as
just returned from Japan. He will decide about extension ])roposed for
the road here.
San Dieoo, Cal.— Col. A. B. Spreckels, president of the San Diego
Electric Railway, will build an extension to Coronado with other
mprovemenU.
Modesto, Cal. — The board of supervisors has granted a franchise for
an electric railroad from Oakdale to the Tuolumne county line to J. W.
Dunlap and J. W. Woodside.
San Francisco, Cal. — The San Francisco, Stockton & San Joaquim
railway scheme is going forward rapidly. The road will pay from the
start. It will be a steam line.
Oakland, Cal. — Superintendent Grimm will take the late J. W.
Tuckers' place, and no one will be added to the management. The
Central avenue road has made a big cut in fares.
Los Angeles, Cal. — A company has been formed to buy the Blue
Line and $250,000 is subscribed to carry out the measure. This purchase
will be made at the time the Cable Railway is sold.
San Francisco, Cal. — To tap Russian Hill & Presidio Heights an
electric road is to be built. The men behind the enterprise are: Collec-
tor of the port, John H. Wise; Henry Epstein, Jas. D. Byrnes, Captain
Chas. Goodall and George A. Audenreid.
San Francisco, Cal. — Park branch of the San Francisco & San
Mateo Electric Railway is surveyed and will be running by Nov. 30.
A horse car line for Washington street in Presidio Heights will be
built by Improvement Club. Geo. R. Sanderson, president.
San Francisco, Cal. — M. D. Stein, for some time past auditor of the
Omnibus Cable Company, has been elected president of the road, in
place of Gustav Sutro, resigned. Mr. Sutro remains a director. Stein
is a very young man, a brother of the vice-president of the Omnibus
Company recently deceased.
Oakland, Cal. — Oakland, San Leandro & Haywards Electric Rail-
way Company files notification of decision to increase their bonded
indebtedness from $250,000 to $500,000, in order to guarantee the pay-
ment of bonds to the amount of $250,000, issued by the Twenty-third
Avenue Electric Railway Company, absorbed.
Canada
Toronto, Can. — Owing to a dispute between Electric Railway Com-
pany and the city the laying of rails has been delayed. Threats were
made of lynching the mayor by the 500 men thus thrown out of employ-
ment.
Chicago.
Chicago. — ^Judge Dunne has appointed Edward Eldridge receiver for
the Q. & C. Company. The capitalization of the company is $200,000,
assets $[35,000, liabilities $11.^,000.
Chicago, — Claims against the Ansonia Electric Company should be
sworn to and sent to James B. Waller, assignee, room 47, No. 115 Mon-
roe street, Cliicago, within three months.
Chicago, III, — The Metropolitan L road has taken out building per-
mits to erect ten stations along its line. They will be of brick, one story
and basement, and will cost $2,000 each.
Connecticut.
Hartkord, Conn. — Contractor D. F. Keenan is pushing the Glaston-
bury extension. The line work will soon be put in.
New Haven, Conn. — The State Street Railroad Company has filed a
mortgage of $280,000 to the Massachusetts Loan & Trust Company.
New Britain, Conn. — The street railway will extend their line to
Berlin. Plans will be soon submitted to the council and no opposition
is expected.
NoKWALK, Conn. — Norwalk Tramways Company votes lo reduce
the capital of $250,000 to $100,000. Next spring the company will
build lines to New Canaan, Wcstport, Roton Point and Stanford.
574
(^IJwd^^^^Ai^u^^^dm/^
New Havkn, Conn. — Suit is begun against tlie West Haven, Morris
Cove ifc State Street Railway by Sprague Electric Railway & Motor
Company, of New York, enjoining against use of certain fixtures.
New Haven, Conn. — President Hoadley B. Ives, of the Fair Haven
& Westville Road, lias publicly declared the road ready to begin mak-
ing contracts for electric equipment. The trolley cars will be running
by Christmas. Extensions on West Chester avenue and other streets
will be made.
RocKViLLE, Conn. — The Rockville & Ellington Street Railway
Company elects the following officers: President, A. M. Young, of
Waterbury; vice-president, N. D. Granne; treasurer, W. F. Marsh, of
Bridgeport; secretary, R. S. Hicks, of Stafford Springs. The company
will build the road as soon as possible.
New Haven, Conn.— ^The West Shore Railway Company incorpor-
ated by Henry Sutton, W. W. Ward, J. D. Dewell, Chas. K. Brush,
Israel M. Kelsey, S. Harrison Wagner, all of New Haven, will prob-
ably open operations on a n-mile electric railway to be completed by
next July. Capital stock is $100,000. All the men are prominent local
capitalists.
Delaware.
Wilmington, Del. — The Chester & Wilmington City Railway
Company is incorporated by Jas. C. McComb, W. A. C. Hardcastle,
Congressman J. B. Robinson, of Media, Pa. ; J. Clayton Erb, William G.
Hill, Peter J. Hughes, of Philadelphia; Richard R. Kenney. Garrett J.
Hart and Register Ezekiel T. Cooper. Rights of way are already
obtained for the most of the route.
District of Columbia.
Georgetown, D. C. — Georgetown & Tennallytown Electric Railway
decides to issue f 60,000 in bonds, to cover present indebtedness
Georgia.
Augusta, Ga. — Col. D. B. Dyer, will extend the electric railway and
do freight and express business.
Illinois.
Alton, III. — Work has begun on the Alton Electric Railway power
house.
Belleville, III. — East St. Louis Electric Railway Company files
deed of trust given to the Mississippi Valley Trust Company to secure
payment of $500,000 of its bonds.
Peoria, III. — General Electric Company take possession of the Fort
Clark Railway. F. W. Home becomes president; J. A. Tranerick, of
McCarthysville, Ga., is secretary.
Belleville, III. — City council grants franchise for electric road to
the General Electric Railway Company of St. Louis. Construction to
begin in thirty days and road to be finished in six months.
Canton, III. — Organized and incorporated : The Canton City Rail-
way Company, by J. M. Snyder, C. H. Martin and C. N. Henckle; to
carry passengers, baggage and freight. Franchise already granted.
Springfield, III. — ^The directors of the Consolidated held a meeting
at Louisville and decided on some extensive improvements and exten-
sions. The directors are: T. J. Minary, St. John Boyle, J. W. Gaulbert
and Wm. Jarvis. C. K. Minary is resident manager.
Richmond, Ind.-
Railway Company.
Indiana.
-A. A. Titsworth is now superintendent of the City
Muncie, Ind. — Council grants a thirty-five year franchise to Citi-
zens' Street Railway on nearly every street in the city.
Marion, Ind. — W. C. McWhinney has returned from New York and
Philadelphia where he has bought considerable supplies.
Marion, Ind — Marion Electric Railway Company is pushing work
on the Marion end of the line and the work will be finished on time.
Indianapolis, Ind. — Thos. H. McLean, of New York City, has taken
his new position as general manager of the Citizens' Street Railway.
New Albany, Ind. — The Light, Heat & Power Company will buy
an additional engine. The 250-horse-power is not sufficient for all the
bridge cars.
Richmond, Ind. — Richmond Electric Street Railway Company, by
A. D. Titsworth, superintendent, announces that several new cars will
be added to the service.
Terre Haute, Ind. — Assignee H J. Baker, of the Terre Haute Car
& Manufacturing Company, asks privilege to rebuild part of burned
plant and go to work. Petition granted.
Indianapolis, Ind. — L. A. Boyd, superintendent of the Citizens'
Railway Company, has tendered his resignation, to take effect as soon
as his successor can be appointed. No reasons given for the action.
Hammond, Ind. — ^Judge Gillet appoints Hobart M. Godfrey, of Ham-
mond, as receiver for the Hammond & East Chicago Street Railway
Company, Silverman's bank failure is principal cause of the action.
Shelbyville, Ind. — Judge Hord,of the Shelby ville Electric Railway
Company, says that the action of the council will not affect the building
of the line and that as soon as money is easier the railway will be built.
MuNCiE, Ind. — The new Citizens' Electric Street Railway Company
files articles of incorporation. It consolidates old Citizens' and the
Muncie Company's at $300,000, of which ^100,000 is preferred, 7 per
cent. The directors of the new company are: J. Smith Talley, of Terre
Haute; Edward Wells, of Burlington, Vermont; George F. McCuIloch
and Charles Miller, Muncie; James W. Landrum, of Terre Haute.
Dummy line will change to electric.
Iowa.
Charles City, Ia. — An electric railway wil
here to Shell Rock.
be established from
Muscatine, Ia. — T. L. Seevers, resident manager of the electric line,
says he will build the Musserville extension as soon as money is easier.
Sioux City, Ia. — Sioux City Electric Railway power house said
to have been damaged by bursting fly wheel. Later reports deny
this.
Kansas.
Leavenworth, Kas. — W. F. Putnam, president of the Leavenworth
Electric Railway Company, has given a chattel mortgage for $8,000 on
electrical goods bought last February. Mortgage is in favor of the
Westinghouse Company.
Leavenworth, Kan. — M. Summerfield, of Lawrence, says that a
new company will be formed here to take up the old road. H. L. Tur-
ner, of Chicago, will be president, and E. G. Mclnneas will be treasurer;
backed by Boston capital. Turner is now here.
Atchison, Kas — B. P. Waggoner applies for new charter for elec-
tric railway and light company. Capital to be $250,000. Edward
Morton, A. J. Harwi, J. C. Fox, David Kelso, et al, are interested. AH
are solid local financiers.
Atchison, Kan. — Dr. W. L. Challiss resigns the presidency of the
Street Railway Company, and B. P. Waggoner is elected to fill the
vacancy. He takes possession as agent for Edward Morton.
Topeka, Kas. — Potwin council has under consideration a franchise
drawn by President Baker, of the Topeka Street Railway Company.
This, if granted, will mean the electrifying of the now bobtail line to
Potwin suburb.
(^i^id.j\aiWxi^lf^ylW*
OVO
Kentucky.
Louisville, Ky. — Street railway company reduces its force. About
fifty employes are retired.
Louisiana.
New Orleans, La. — The franchise ol" the New Orleans City & Lake
Railroad was bought recently at auction by Peter Caulfield, an alder-
man, for $1,000,000. Some time ago the property, which consists of
sixty-six miles of track, was bought by the Seligmar-Disston syndicate
of New York, but the company wished to wait for an extension of fran-
chise to fifty years. The syndicate offered 1700,000 by a representing
broker, but Caulfield bid over him. Mr. Caulfield claims that he bid
f 1,000,000 in the interest of the city, as the franchise was worth it.
Maryland.
Baltimore, Md. — The White Line Cable begins business. The
electric line from Huntingdon avenue to Hampden has been begun.
Baltimore, Md. — City Passenger Company awards contract to John,
son Company of Johnstown, tlie Westinghouse Company, E. P. Allis
and others.
Baltimore, Md. — Thos. Craddock, Baltimore, B. F. Graff, Owings'
Mills, Arthur A. Rich, Reistertown, Geo. Atkinson, Glyndon, et al., are
chairmen of cominittee to extend electric road to their various towns.
Baltimore, Md. — The Leonhardt Pnuematic Safety Car Fender
Company, of Baltimore City, incorporated by Wm. Leonhardt, David
M. Newbold, Harry C. Gaither, Geo. F. Faust, John H. Leonhardt
Nicholas N. Rittenhouse, Chas. E. Savage, William Hopps, and David
M. Rittenhouse to manufacture the fender invented by William Leon-
hardt.
Massachusetts.
Tewkesbury, Mass. — The select men give the Lowell & Suburban
Company another hearing and a franchise will be probably granted.
BiLLERiCA, Mass. — The selectmen of this village are petitioned by
Henry H. Savage, Martin L. Hamblet, Chester W. Clark, Charles F.
Brown, William A. Lang, Geo. E. Quimby and J. Howard Eames.
They will form a new coinpany to operate to and through several towns.
Lowell, Mass.— The directors of the South Side Street Railway just
formed are: Maynard E. Clemens and Winslow Goodwin, of Andover;
C. T. Guild, North Attelboro; A. C. Russell, J. L. Chalifoux, and Lar-
kin T. Trull, of Lowell, and W. S. Knox, of Lawrence.
Haverhill, Mass. — Haverhill aldermen grant extension of time for
building the Hillsdale branch of the Lowell, Lawrence & Haverhill
Electric.
Gardner, Mass. — ^J. Walter Davis, L. A. Greenwood, J. H. Whiting,
G. R. Godfrey, E. A. Colby et al are moving for an electric railway
at this place. A franchise is granted and routes approved. Capital is
stated at $75,000.
Michigfan.
Grand Rai'IUs, Mich. — The .Street Railway Company reports tliat
the closing of factories has decreased the business of the Street Railway
Company. v
Grand Rapids, Mich. — The Consolidated has elected A. J. Bowne,
L. H. Withey, J. R. Chapman, Grand Rapids; J. J. P. O'Dell, J. M
Hagar and S. K. Martin, of Chicago, directors. Old officers will be
re-elected.
Saginaw, Mich. — President Snow, of the Saginaw Union Street
Railway Company, says that it will pay to extend his line to the fac-
tories and that he will take immediate steps to procure franchise.
Monroe, Mich.— J. H. Dawson, of Toledo, H. H. Johnson, of Phila-
delphia, and H. J. Warner, of Brooklyn, are trying to interest people
here in an electric road from Toledo to Detroit, via Monroe. Tiiey want
a franchise.
Minnesota.
St. Paul, Minn. — The East Seventh Street Cable has been changed to
electricity and the Rondo street extension of the electric line will soon
be ready for service. This is considerable advantage to the sj'stem.
DuLUTH, Minn. — The Duluth Street Railway is again running.
Citizens committee arranged the strike.
Missouri.
Kansas City, Mo — W. E. Winner and F. O. Hadley have received
their franchise for a line on Fifteenth street.
St. Louis, Mo. — A new electric line is to be built to the Manchester
road. Surveyor B. E. Johnson, of Kirkwood, will survey the line.
Evangelical Lutherans of St. Louis, are in the company.
St. Louis, Mo. — Financial stress compels St Louis & Suburban to
take off four through trains. This is on account of shutting down of fac-
tories and shops.
Nebraska.
Beatrice, Neh. — Brush Electric Company applies for a receiver for
the Beatrice Rapid Transit & Power Company. Temporary airange-
ments are made to keep things going.
New Jersey.
Jersey City, N.J. — Ordinance giving the Consolidated Traction per-
mission to use electricity on nearly all the important streets, passed over
Mayor's veto.
Camden, N. J. — The West Jersey Traction secures the right over the
Haddonfield Pike for its line. It is reported tliat the Traction will
absorb the Camden Horse Railway Company.
New York.
Kingston, N. Y. — The Colonial Electric Railway Company files
bonds for $10,000 The road is to be completed in one year. Bondsmen
are Wendell Goodwin and Frederick .Swift. E. H. Loughran is presi-
dent of the company. The American Surety Company of New York
guarantee the bond.
New York City.— The Columbus & Ninth Avenue Railway Com-
pany files mortgage to the Ninth Avenue Railway Company, the New
York Guarantee & Indemnity Company as trustee, for $3,000,000. The
Lexington Avenue & Pavonia Ferry road gives mortgage for $5,000,000
to tlie Central Trust Company as trustee.
Hudson, N. Y. — Consents are given for an extension of the Hudson
Electric.
Schenectady, N. Y, — Application for receiver for the Schenectady
Street Railway granted; John Muir, of Brooklyn, appointed by court.
Alleged that the company is utterly unable to meet its obligations incur-
red by improvements and cost of operating during the last hard winter.
Mechanicsville, N. Y. — The village trustees have granted a fran-
chise to the Mechanicsville & Stillwater Railway to change to elec-
tricity and put in T rails.
Brooklyn, N. Y. — Brooklyn, Bath & West End files certificate in
Kings county clerk's oflice increasing capital from $600,000 to $1,000,000
The bonded indebtedness of the road is $552,000.
New York City. — Judgment for $12,762, against the Duplex Street
Railway Track Company, is rendered in favor of Schwen Manufactur.
ing Company, of Pittsburg.
LocKPORT, N. Y. — City council decides to extend life of the Lock
City Electric Railway.
Bui'FALO, N. Y. — H. E. Heller, an electrician of many years standing
has been appointed superintendent of the Buffalo, Kenmore & Tona-
wanda Street Railway Company.
576
(^\Imi J^aA\^wfj^^
BiNGHAMi'TON, N. Y.— The North Chenango Street Line and the
Brevier Street Line have been merged, and interchange for one fare.
Utica, N. Y.— Incorporated : The Extension Car Step Company
at $100,000, by Chas. W. Hacket, president; vice-president, A. C. Salis-
bury; secretary and treasurer, I. ]. Griffiths.
Syracuse, N. Y. — Syracuse Consolidated Street Railway Company,
which for three years has done all the street railway business in the city,
has gone out of business by the formal- transfer of all its rightsand prop-
erties made to the Syracuse Street Railway Company, which is capital-
ized at $4,000,000. The owners of minority stock in the Consoli-'ated
charge fraud against the majority holders and claims that the meeting
which transferred the stock was held in secret.
Brooklyn, N. Y. — Stephen Noonan, superintendent of the Long
Island Railroad, has been appointed superintendent of the New York &
Rockaway Beach Railroad.
Ohio.
Clevkland, O. — -Ford-Washburn Company has closed contract to
furnish the Cleveland & Berea Railroad with storage battery cars.
Cleveland, O. — Frank R. Merchant, 607 Society for Savings Build
ing, is receiver for the Mark Railway Equipment Company and for
Mark & Sterling. The company will probably not resume.
Sandusky, O. — Sandusky, Milan & Huron Electric Railway Com-
pany has been placed in the hands of J. C. Gilchrist, receiver, of Ver-
million. Failure is attributed to the fact that Cleveland capitalists did
not take up $75,000 bonds as expected. The company is perfectly sol-
vent, with property twice as large as its liabilities.
Columbus, O. — Board of Public Works rejects bids for the street rail-
way route over West Mound street, made by the Columbus & Harris-
burg Electric Railway Company, through President Jos. W. Briggs and
Secretary Gideon D. Martin. The company did not put up any bond,
and the men mentioned were the only bidders.
Martins Ferry, O.— The Bellaire Street Railway Company will
hold a special meeting October 7, to elect officers and consider propriety
of leasing line or selling line, property and franchise to the Bellaire,
Bridgeport Ai Martins Ferry Rail -v ay Company. Call signed by J. K.
Jolly, et al.
Akron, O. — The superintendency of the Akron Street Railway has
not been filled. F. A. Seiberling and C. J. Hardesty will act in that
office.
Youngstown, O. — The Youngstown, Park & Falls Electric Railway
is incorporated at $65,000 by G. A. Baker, J. Harris McEwen, James
Hivey, Harry G. Hamilton and Morgan Evans. They wish to begin
work without waiting for outside capital.
Sandusky, O. — The Sandusky, Milan & Huron will be in operation
soon, owing to a recent agreement between Receiver Gilchrist and the
furnishers of cars and dynamos.
Akron, O.— J. E. Metlin, superintendent of the Akron Street Rail-
way, is dead. He was well known in Cleveland.
North Baltimore, O — The road projected between here and
Welker by J. J. Geghan is now in fair prospect of being carried through.
Toledo, O. — The Hotel Victory and the Put-in Bay Electric Railway
are said to be on the market. L. S. Baumgardner intimates as much.
WoosTER, O. — B. M. Barr, who was granted franchise here for an
electric railway, asks extension of time on account of closeness of money
market.
Cincinnati, O. — Cincinnati Street Railway Company is preparing
ordinance to change motive power on five or six routes the franchise of
which expires. They provide 5 cent fare and 2^^ per cent gross earn-
ings to the city.
Cincinnati, O. — An unexpected turn has given assurance to the
Cincinnati, Oakley & Madison Avenue Electric Railway people that the
county commission will grant them franchise.
Cleveland, O. — The Russell and Scofield ordinances for street rail-
way lines have been lost in council.
Findlav, O. — Hon. Geo B. Kerper, of Cincinnati, president of the
Findlay Street Railway Company and the Hancock Electric Light &
Power, is making arrangements to light the city. He says that the Find-
lay-Fostoria Electric will not be pushed now on account of stringency in
the money market, but that the scheme will not be dropped.
Springfield, O. — Right of way has been granted to J. W. Neff for a
line between Springfield and Xenia. The line is over the Yellow
Springs pike road. Bids for ties and material are advertised. See pre-
vious dailies for particulars.
Troy, O. — Electric Railway power house here is damaged slightly by
fire. No large machinery is lost.
Warren, O. — Warren Electric Railway Company elect T. B.
Clawson president in place of C. P. Northrop.
Cleveland, O. — The Big Consolidated agrees on the Rochester sys-
tem of transfers.
Cincinnati, O. — Judge Evans grants application for receiver for S.
H. Parvins & Son., advertising agents; liabilities, $50,000; assets, fioo,-
000, mostly accounts.
Youngstown, O. — Dullness in traffic compels the street railway
company to drop a number of employes. The Youngstown & Canfield
line has unexpected opposition developed by Mile Creek Park commis-
sioners, who refuse right of way.
Chillicothe, O. — The street railway business is picking up, and
traffic is warranted better facilities.
Oregon.
Portland, Ore. — James Steel, Geo. A. Steel and Jas. B. Cleland
have filed supplementary articles of incorporation for the East Side
Railway Company, to equip the Willamette valley with power, telegraph
and railways.
Salem, Ore. — John H. Pedrick vigorously denies the allegation that
he is about to begin a canvass for capital to build an electric line to
Portland.
Pennsylvania,
NoRRisTOWN, Pa. — The Norristown, Bridgeport & Conshohocken
Traction Company applies for charter. The incorporators are Edward
S. Perot, Morgan R. Wills, Henry Freedley, Hiram R. Rhoads, Corne-
lius Gallagher and others.
Lebanon, Pa. — On a guarantee of six per cent the Lebanon &
Annville Stieet Railway has been leased to the Lebanon & Myerstown
Company.
Franklin, Pa. — The officers of the company proposing to build from
Franklin to Oil City arc James Roy, president; H. R. McCalmont, sec-
retary; Geo. S. Davis, treasurer; J. H. Donly and A. H. McKelvey,
directors; all well-known business men of Warren, Pa,
Pittsburg, Pa. — The Street Railway Company that will build to
Mansfield elects: President, C.J. McDonald; Wm. Roseburg, treasurer;
E. K. Morse, engineer. The intention is, as formerly, to start on the
construction of a line from Water street tunnel, Mount Washington, and
proceed to Mansfield.
Lancaster, Pa. — The Lancaster & Columbia Traction Company has
bought the Mountville bridge and ended the litigation with the Pennsyl-
vania railway.
i^Ued^lF(ailw!ay*lf^ym/
577
West Chester, Pa. — The Suburban Railway Company is chartered
at $400,000, witli a proposition to build sixty-five miles of street railway.
The directors are William Jenks Fell, Robert C. Fulton, Philadelphia;
Francis Fennimore, St. David's; Mahlon M. Child, Wilmington, Del.;
and William S. Kirk, West Chester.
Harrisburg, Pa. — Attorney General Hensel refuses quo warranto
requested against Gettysburg Battlefield Railway and decided all points
in favor of the trolley line.
NoRRiSTowN, Pa. — J. H. Passmore, formerly superintendent of the
Newark Rapid Transit Company, has been appointed superintendent of
the Norristown & Bridgeport line.
Pittsburg, PA.^The Pittsburg, Beltzlioover & Knoxville Railway
organized by Jas. M. Bailey, of Allentown, president; Wm. H. Minch,
Jas. H. Roberts, Robt. A. Carter and Alex M, Neeper, of Pittsburg, will
build a new Hill road on the South Side.
SuNBURY, Pa. — Superintendent Frantz, of the Sunbury & North-
umberland Electric Railway, is to be succeeded by Martin Withington,
Jr., of Northumberland. Ofiicers elected: Dan Coolidge, president,
Johnstown; S. P. Wolverton, Sunbury, secretary and treasurer; C. M.
Clements, et al., directors.
Carlisle, Pa. -Oliver H. Ormsby and S. Ritter, of Pittsburg, gain
franchise for an electric railway through the village.
Lancaster, Pa. — Columbia & Donegal Street Railway decides to
prosecute the work of extension. Supt. F. S. Given is buying supplies.
Texas.
Dallas, Tex. — North Dallas Street Railway sold by E. O. Tennison
for ^25,000 to the trustee, C. L. Wakefield, who is secretary and treas-
urer of the Queen City Railway Company.
Tennessee.
Chattanooga, Tenv. — The Chattanooga Electric Railway Com-
pany wins a decisive victory in the courts over the obstructionists, and
the Cowart street line will be rapidly pushed to completion.
Winchester, Tenx — The building of the Winchester- Decherd
Electric is delayed by non-payment of certain grading contracts. Will
be settled satisfactorily. *
Utah,
Salt L vke City, Utah — The ordinance granting fr.ancliise to Otto
Stallman and Stephen A. Estes has been passed.
Washington,
.Seattle, Wash. — The Madison Street Cable Railway Company
rejects the franchise granted it by the council. The conditions are too
hard.
Tacoma, .Wash. — }. T. Mitchell, of Tacoma, is appointed receiver of
the Point Defiance, Tacoma & Edison Belt Line.
Seattle, Wash. — G. C. Phinney, of no Seneca Street, Woodland
Park, Seattle, is in the market for 600 tons 60 lb. steel T rail, with angle
fish plates and bolts, and 300 tons of center bearing steel girder with fast-
enings. State price f. o. b. with terms of purchase.
Tacoma, Wash. — The Tacoma Railway & Motor Company are
restrained from abrogating an agreement by which traffic is transferred
to that line from the Tacoma, Lake Park & Columbia River Road. The
latter line fears the former is actuated by Northern Pacific Railroad
Company,
Seattle, Wash. — O. S. Buckbee retires from management of Yesler
avenue cable, and is succeeded by R. E. Sander,
West Virginia.
MouNDSviLLK, W. Va.— The Secretary of State has issued a charter
to the Benwood .Street Railway Company, of Moundsville. The incor-
porators are: J. W. Burchinal, of Moundsville, B. F. Peabody, Leonard
Eskey, Jas. E. Doyle and Henry Riddle, of Benwood.
Wheeling, W. Va,— The Citizens' Street Railway Company has
been leased by the Wheeling Railway Company.
Wisconsin.
Milwaukee, Wis. — Receiver Melms says he has $188,413 to pay
claims amounting to $187,368 against the Milwaukee Electric Railway
Company.
Custer's Last Battlefield.
A visit to this spot, which is now a National Cemetery,
is extremely interesting. Here, seventeen years ago,
X General Custer and five companies of the
Seventh U. S. Cavalry, numbering over
200 officers and men, were cut to pieces by
the Sioux Indians and allied tribes under
Sitting Bull. The battlefield, the valley of
the Little Big Horn, located some forty odd miles south
of Custer, Montana, a station on the Northern Pacific
Railroad, can be easily reached by stage. If you will
write Chas. F. Fee, St. Paul, Minnesota, inclosing four
cents in postage, he will send you a handsomely illus-
trated 100 page book, free of charge, in which you will
find a graphic account of the sad catastrophe which over-
took the brave Custer and his followers in the valley of
the Little Big Horn, in June, '76.
HIS MALADY.
His neck was like a spiral spring,
Tliough not a freak was he;
He only went to the Fair one day.
But tried it all to see.
CHICAGO CITY RAILWAY CUTS A MELON.
THE Chicago City Railway have declared a dividend
almost unparalleled in the history of dividend
paying enterprises. In addition to the regularly
quarterly of three per cent, which has not been varied
from in nearly ten years, an extra of 2 per cent was
declared, and a division ordered pro rata among .stock-
holders of $4,500,000 stock and $3,000,000 of bonds of
the Alley "L" in this city. The total amount per share
thus paid is equivalent to $70 per share.
The Annual Meeting at Milwaukee.
Those who contemplate attending the annual meeting of the Ameri-
can Street Railway Association at Milwaukee, Wis., October iS, 19 and
20, will be pleased to learn that reduced rates for this occasion are
announced by the popular Northwestern line.
In point of location, construction, equipment and service, this route
takes rank with the best railways in the United States, and especially is
this true of the line between Chicago and Milwaukee, Skirting the
picturesque shore of I^ake Michigan nearly the entire distance, the per-
fect condition of its track permits a high rate of speed with absolute
safety and comfort, and frequent fast express trains, equipped with
standard day coaches, new and luxurious parlor cars and dining cars,
provide a service which meets the reijuirements of the most exacting.
The Chicago ticket oflices of the Chicago & Northwestern Railway
are located at 208 Clark street, and passenger station. Corner Wells and
Kinzie streets, and further information concerning rates, times of trains,
etc., can be obtained upon application at either address, or by communi-
cating with W. A, Thrall, general passenger and ticket agent, Chicago,
111.
578
<^k«ct9\cuWay'9^yie\/
PATENT OFFICE GOSSIP.
No. 502,53s is interesting, not only on account of the reputation of the
inventor, but because it seems to cover the distribution of alternating
currents at high pressure for railway purposes. The specifications
describe a systetn of alternating current mains, supplying current to con-
verters along the line of the railway. These converters in turn supply
the motors.
No. 502,539 differs from the preceding one only in that the converters
are placed on the motor car, instead of along the line.
No. 502,629 is a simple automatic form of trolley guard, the forks of
which are weighted so that normally they extend upon either side of
the trolley wire, but will yield enough to save trouble at turnouts and
crossings.
No. 502,858.
No. 502.629.
No. 502,842.
No. 503,136.
For details of 502,842 see illustration.
The recent agitation of the ground return question is beginning to
bear fruits, as is shown by several patents this month. No. 502,858 pro-
vides for an insulated feed wire running alongside the rail and bared at
intervals, at which places it is attached to the rail by clamps, in the man-
ner shown in the engraving. The supplementary feed wire is run along
the other side of the rail The clamps at the points of contact are
covered by an insulating block.
No. 503,136 is a trolley wheel, made in interchangeable parts, to allow
of replacing those worn out the soonest. An oil chamber ii also pro-
vided. See illustration.
STREET RAILWAY PATENTS.
COMPILED BY THE STREET RAILWAY REVIKW.
ISSUED JULY iS, 1893.
Regulating electric locomotives, John B. Blood, Ljnn, Mass.,
assignor to the General Electric Company of New York 501,488
Trolley wheel, Edgar M. Tousley, Jamestown, N. Y... 501,548
Electric railway conduit, Irving J. Cook, Newark, N. J __ 501,676
Removable side wall tor cars, Lee D. Craig, San Francisco, Cal.. 501,677
Device for preventing rails from spreading, Thomas H. Dahill,
Alfred Center, N. Y., assignor two-thirds to W. C. Dunham
and W. B. White, same place 501,678
Grip opener, William F. Courtney, Oakland, Cal 501,764
ISSUED JULY 25, 1893.
Electric railway trolley, Elmer A. Sperry, Chicago, III., assignor
to the Sperry Electric Railway Company, Cleveland so'>968
Electric locomotive, Elmer A. Sperry, Chicago, assignor to the
Sperry Electric Railway Company, Cleveland 502,020
Car fender, Chas. T. Grilley, Boston, Mass 502,037
Trolley wire and hanger. Earl P. Wetmore, Helena, Mont 502,088
Rail joint, Randolph G. Ward, Charleston, S. C 502 153
Street car jack, George F. Pearson, Lowell, Mass. _. 503,200
Conduit system for electric railways, Frank Wynne, London,
Eng 502,216
Connector for track circuits, Edward H. Goodman, Pittsburg,
assignor to the Union Switch and Signal Company, Swiss-
vale, Pa : 502,229
Electric railway trolley, Charles J. Van Depoele, Lynn, Mass.,
Albert Wahl and Charles A. Coffin, executors of said Van
Depoele, deceased, assignor to the Thomson-Houston Electric
Company, Boston, Mass...., -.--..._..._. , 502 243
ISSUED AUGUST I, 1893.
Electric locomotive, Rudolph M. Hunter, Philadelphia, Pa.,
assignor to the Electric Car Company of America, same
place 502,297
Tramway vehicle, Carl Luhrig, Dresden, Germany 502,442
Locomotive vehicle, Carl Luhrig, Dresden, Germany 502,443
Truck for street cars, Henry F. Shaw, Boston, Mass., assignor to
the Shaw Radial Car Truck Company, same place 502,503
Electric railway trolley base. Otto Rau, Jersey City, N. J.,
assignor one-half to Robert S. Dobbie, New York, N. Y 502,530
Converter system for electric railways, Geo W. Von Siemens,
Berlin, Germany, assignor to Siemens & Halske, same place. 502, 538
Electric railway system, George W. Von Siemens, Berlin, Ger-
many, assignor to Siemens & Halske, same place 502,539
Trolley head, Robert S. Dobbie, Jersey City, N. J , assignor one-
half to Otto Rau, Milwaukee, Wis 502,553
Box bridge joint for railway rails, Edward Samuel, Philadelphia,
Pa , assignor to Wm. Wharton, Jr. & Company, same place_502,587
Trolley guard, George Moore, Boston, Mass 502,629
Insulator, Louis McCarthy, Boston, Mass... _ 502,677
ISSUED AUGUST 8, 1893.
Subway for electric railway conductors, Isaac La Rue Johnson,
Washington, D C 502,821
Trolley wire insulator, Louis McCarthy, Boston, Mass 502,826
Electric railway conduit, Robert R. Zell, Baltimore, Md., assignor
one-half to Henry C. Kirk, Jr., same place 502,842
Supply system for electric railways, Wilton F. Jenkins, Rich-
mond, Va _ 502,858
Car fender, Millard F. Field, Taunton, Mass 502,959
Attachment for steel rail brooms, Alfred E. Wilson, Rockford,
111., assignor to James S. Ticknor, same place 503,034
Car truck, John H. Graham, Boston, Mass., assignor to the Con-
solidated Railway Supply Company, same place and Provi-
dence, R. I 503,044
Truck for motor cars, George W. Lacy, Kingston, N. Y.,
assignor by mesne assignments to Elzada Lacy, same place.. 503,092
Electric rail bond, Benjamin C. Seaton, Nashville, Tenn.,
assignor one-half to William S. Barkley, Indianopolis, Ind.. 503,101
ISSUED AUGUST I5, 1S93.
Trolley wheel, John F. Hall, Lincoln, Neb 503.136
Street car gear, Moses G. Hubbard, Chicago, III 503,142
Controlling switch ^r electrically propelled vehicles, Harry P.
Davis, Pittsburg, Pa , assignor to the Westinghouse Electric
& Manufacturing Company, same place 503,279
Cable railroad, John W. Dotson, Chicago, 111, assignor one-half
to Richard J. Clark, same place. 503,666
Trolley wire fender, Henry C. Jones, Montgomery, Ala 503,421
Tramway switch, Augustin C. L. Engstfeld, Memphis, Tenn So3i474
Insulator, Louis McCarthy, Boston, Mass 5^3 549
Electrical supply system for railways, Joseph W. Bates, Minneap-
olis, Minn 503,566
A Few Facts Concerning the Big Four Route to
the World's Fair.
"Isn't one man as good as another.'"' asked an orator in the course of
a stump speech, and a voice in the crowd replied, "Yes, and a blamed
sight better!''
Now, it is a good deal the same with the Big Four Route to Chicago;
it is a "blamed sight better" than any olher line. Why.^ In the first
place the train service, equipment and road bed are unequaled by any
railroad in the country; in the second place, the Sleeping Cars, Parlor
Cars and Day Coaches are the finest specimens of the car builder's art
that ever ran on wheels; in the third place (now read this carefully), all
trains of the Big Four Route enter Chicago along the Lake Front, stop-
ping at Midway Plaisance, the Main Entrance to the World's Fair
Grounds, 60th St., Hyde Park, 39th St., 22nd St., 12th St., and land pass-
engers and baggage convenient to all the World's Fair Hotels and Board-
ing Houses, as well as the down-town Hostelries. Think what this
means! You are landed with your baggage within a few minutes walk
of your stopping place, avoiding the long tiresome transfer across the city
necessary via other lines. All ticket agents throughout the country are
supplied with Big Four tickets, and if you wish to enjoy the Fair to the
fullest possible extent ask for tickets via Big Four Route. For further
information address D. B. Martin, General Passenger Agent, Cincin-
nati.
^li£ctj\ail*v;a^9^eytcW*
579
LACLEDE'S EXPOSITION CAR.
ON the exhibition tracks, just south of the Trans-
portation building, at Jackson Park, the La-
clede Car Company has on exhibition one of
its well known cars. It is not strictly speaking an exhibi-
tion car. but rather an ordinary type car on exhibition.
It is mounted on a McGuire truck, with GritTin wheels,
and is wired for Westinghouse motors, carrying two
15-horse-power of this type.
The car measures 30 feet over all, with extension'plat-
forms and safety gates thereon. Double doors at the end
give easy access at all times and plenty of air in summer.
The large French glass windows, six in number, admit
plenty of light and for summer use can be lowered until
the car will be essentially a summer car. No attempt has
THE BASS ENGINE EXHIBIT.
AMONG the Corhss engines at the Machinery Hall
power plant none attracts more attention than the
elegant cross-compound condenser exhibited by
the Bass Foundry & Machine Works, of Ft. Wayne, Ind.,
whose scope in street railway fields has been previously
described in the Street Railway Review.
This Corliss is as stated, a cross compound condensing
engine, 16 and 30-inch cylinder, by 42-inch stroke. The
driving pulley is 16 feet in diameter by 42-inch face.
The Wheeler Condenser & Engineering Company made
the efficient condenser which is used with this engine, and
although it was intended to represent the Bass Foundry
and Machine Works at the great Exposition, no extra fin-
ish was put on, thus leaving it as intended — a represent-
LACLEDE CAR Al \\01M,I)S FAIR.
been made at decoration other than the neat treatment of
the ceiling and panels in buff, slightly figured. The out-
side is also treated in buff and mahogany, giving a busi-
nesslike effect to the whole car. Brass mountings set off
the platforms and give them a substantial look. As
stated, the car is built according to the usual specifi-
cations of the Laclede Company, which is sufficient guar-
antee of its strength and durability. There is not much
interest displayed as yet in the exhibit tracks, but when
the street railway men come, Laclede's car will have its
full audience of discriminating spectators.
An auction of " bone motors " is the expressive lan-
guage of a daily paper in recounting the sale of a lot of
old street car horses in a neighboring city.
ative piece of mechanism. The engine is nominally rated
at 300-horse-power with 125 pounds steam pressure, with
a speed of 70 revolutions per minute.
To a casual glance the most striking features of the
Bass Corliss are its symmetrical proportions, heavy con-
struction, superior finish, care of workmanship and noise-
lessness of the valve gear. A closer inspection will
show close regulation and fineness of material in every
part of the machine.
In the construction of the girder, iron is freely used and
according to the usual Bass foundry method the metal is
distributed as carefully as possible to avoid hidden strains
in the casting.
The guides are securely tied together by a ring of
metal at the forwardend and directly over the center. foot,
580
(^ti£<d/y\aiUv;ay'li\^^
thus carrying the strains from the top guide direct to the
foundation. The guides are bored and the end flange of
the girder faced with the same bar to insure accurate
alignment.
Although lack of space prohibits a disquisition on the
governor and valve gear, it may be well to call particular
attention to the Porter type of governor used by the Bass
Works and of which they are particuarly and justly
proud. Light balls are used running at high speed, mak-
ing the governor quickly responsive to any sudden fluctu-
ation of load and hence particularlj' adaptable to street
railway work. Another feature to which particular
attention is directed is the releasing or valve gear which
is of a special design. Its quietness of action is particu-
larl}^ noticeable. The dash pots are of improved design,
and prompt and quiet in action. They are unaffected by
sudden variation of load. The finishing of the various
BASS WORLDS FAIR ENGINE.
parts is congruous and attractive, the cylinders being
jacketed with quarter oak and trimmed with nickel
mountings. The cylinder heads, rods, crank face, gov-
ernor valve gear and similar parts are all high polished
and pleasing to both mechanical and artistic taste.
As the Bass Foundry and Machine Works have in con-
nection with their machine shops a large steam forge,
boiler shop and an extensive foundry, it may be surmised
that their faculties for the equipment of power plants are
sufficiently adequate, and as all work is under the per-
sonal supervision of the company much stress is put
upon its even quality.
Our engraving represents a view of the above
described engine, showing the two cylinders, the high
pressure with live steam pipe on the left and the low
pressure on the right.
BRAZIL BRIBERY CASE.
BRAZIL, in the state of Indiana, has been all agog
over the alleged bribery of the city council by
John D. Sourwine, the vice-president of the new
Electric Railway Company. A Chicago man named
Edward Childs, a former employe, brought the charges,
and claimed possession of letters criminating the council
and Sourwine. An investigation proved the charge
entirely false and exonerated everyone except Childs,
who evidently told more than he knew.
THE MAINE STREET RAILWAY
ASSOCIATION.
WITH commendable enterprise and a far-seeing
business policy, the street railway men of the
State of Maine have formed an association
for their mutual advancement and the influence and
strength that comes from union.
On August 15, the day for which the preliminary
meeting was called, the invited members met at the com-
modious offices of the Portland Railway Company at
Portland.
Ten roads were represented, as follows:
Portland Railway Company, William R. Wood, presi-
dent; Waterville & Fairfield Railway & Light Company;
Bath Street Railway Company, A. F. Gerald, general
manager; Biddeford & Saco Street Railway Company,
E. H. Banks, president; Monsam River Road, Sanford,
Everett K. Day, superintendent; Rockland, Thomaston
& Camden Railroad; Augusta, Hallowell & Gardiner
Railroad, George E. Macomber, president; Fryeburg
Horse Railway, Seth W. Fife, general manager; Lewis-
ton & Auburn Railway Company, F. W. Dana, presi-
dent.
The constitution and bv-laws were adopted, not differ-
ing materially from those of similar associations, and
officers elected as follows: President, William R. Wood,
Portland; secretary and treasurer, E. A. Newman, Port-
land; directors, William R. Wood, Portland; Fritz H.
Twitchell, Bath; A. F. Gerald, Fairfield; J. Manchester
Haynes, Augusta; George E. Macomber, Augusta; E. H.
Banks, Biddeford; Everett K. Day, Sanford; Seth W.
Fife, Fryeburg; Frederick Laughton, Bangor; Frank
W. Dana, Lewiston.
The annual meeting will be held the first Wednesday
in February, thus not interfering with the American
Association and with the numberless other associations
and reunions that occur each summer.
After the business session the gentlemen sailed down
the harbor to Cushing's Island and made merry at the
Ottawa house, the guests of the Portland people.
The formation of this association is the precursor of
others in states where united effort would be more effec-
tive and where street railways are more numerous.
The State of Maine is to be congratulated on its enter-
prising street railway men.
The London Tramways half yearly report reads as
follows: Car receipts, $337,290, an increase of $12,000
over the corresponding period of last year. Expenses of
provender, stable, etc., $126,065, showing a decrease of
$6,500. The traffic expenses, principally wages, repairs
and renewals, $139,445, an increase of $4,100, leaving
a net profit of $71,280, an increase of $15,500. The
average number of cars for the half year was no, com-
pared to 114, and the passengers carried were 12,380,000,
against 11,729,000. The increase is accounted for by
the fact that London weather was unusually bright.
(^:ticctii\aiUv^
581
NEW PUBLICATIONS.
PICTORIAL EVENTS OF THE MONTH.
The Ide Engine Company have issued their 1S93 catalog, setting
forth the vahie of the high speed type aiid describing the popular "Ide'
and *'Ideal."
The Westinghouse Electric and Manufacturing Company has fol-
lowed their descriptive catalog of railway apparatus with one giving
handsome engravings of all their machinery and appliances.
The New England Magazine has passed into the hands of Warren
F. Kellogg, formerlv treasurer of the Boston Post. Under the new
management the publication will lose none of lis high qualities.
What and Why of Geo. Cutter's Headquarters, is a neat 12-page
folder, giving a verv interesting and readable description of that great
"hive of industrv," containing a small city of four thousand workers —
"The Kookerv/'
Lippjnlott's Magazine for August has an account of some of the
World's Fair statuary, entitled, "The Lady of llie Day." The "Men of
the Day" taken up in this number are Sir J. E. Millais, Sir Arthur Sulli-
van, General Diaz and Phillip D. Armour.
Statistics of Railways in the United States for the year
ending June 30, 1S91 ; prepared by Edward A. Moseley, Secretary of the
Interstate Commerce Commission. This is the fourth annual report of
the commission. It treats only with steam roads. The showing for rail-
wav investment is as usual rather poor.
Reports from the Consuls of the United States for July,
1893. has an interesting article by Consul-General Geo. H. Wallace, of
Melbourne, on paving in Australian cities. Wood blocks of certain
native Australian woods were found to give excellent satislaction, though
the total cost of paving was $6 72 a square yard.
Helios is the title of a handsome 160-page book issued by the Heine
Safety Boiler Company of St. Louis. It will be found of great value to
the mechanical engineer, containing much more valuable and practical
information than the maj nity of text books, and much exclusive data.
The Heine people are to be congratulated on the volume they are able
to present to steam engineers, as well as commended on the pains and
money they have spent to make the volume worth something more than
a mere catalog.
The Electric Transmission of Intelligence and other
Advanced Primers of Elrctricitv, by Edwin J. Houston, W. J,
Johnston Company, 41 Park Row, New York. Price, $1. This is the last
of Professor Houston's excellent series of primers on electrical subjects.
As in the other books of this set the matter is taken up in a plain straight-
forward way that is characteristic of Professor Houston's work. The
subjects treated are the telegraph, the telephone, electrolvsis, electro-
metallurgy, the storage battery, electrotherapeutics, electric annuncia-
tors and alarms, electric welding, electricity in warfare, and some mis-
cellaneous applications.
Poor's Manual of Railroads for 1893; A. C McClurg & Com-
pany, Chicago; price, $6. This is the aOth edition of this well known
reference book and it is also by far the best one ^ et published, contain-
ing nearly a thousand pages of reading matter. One specially valuable
feature is the introduction of reliable colored maps of each state. In brief,
the manual contains reliable information in regard to the mileage, routes,
stocks and bonds debts, costs, traffic, earnings, expenses, dividends,
organizations, directors and officers of all the steam roads of the United
.States — 3" invaluable fund ol information for those connected with rail-
roads in any way.
The Lima Register Companv, of Lima, O., has
reorganized under better circumstances, and will soon
market a new and improved fare register. The new
company is a strong one, and the register is eminently
first-class. The readers of the REvn';w will hear the
particulars later.
Cincinnati's horror of September 3 is still the subject of comment
throughout the country. On the above date, Avondale car, No. 66^,
plunged down the grade at Hunt street
with a broken and useless brake clank-
ing after it. Three persons were fatally
injured and forty seriously hurt The
car was crowded with Sunday pleasure
seekers and the accident list thus
enlarged. The car crashed into a tele-
graph po'e at the bottom of the hill,
splitting it almost in two and cutting
the pole smoothly in two, found its final
stop almost against the saloon door. In
act, pieces of the car broke the glass front of the grog shop.
When tlie sheriff went to levy on the projierty of Berend Joost's San
Mateo & San Francisco Electric Railway recently, he found no cars in
the barn awaiting his advent. In fact
the witty Joost had a litUe scheme that
would cause the sheriff some difficulty
in gathering in the spoils. Joost kept
his cars in the next county and to keep
them safely, armed his courageous con-
ductors and provided them with nice
striped blankets wherewith to wrap
themselves as they sweetly slumbered
on the seats and dreamed of sheriffs
and home sweet home.
Millionaire (soi-disant) Wilkinson, whose escapade in relation to the
late and fortunately unlamented Central Indiana Railway scheme, tells
a sad story. He claims that the wily and
psychic Air-ship Pennington hypnotized
him, and while under the ' inllooence'' made
him sign papers which, in his right mind,
would have been repudiated by him.
The hypnotic doge is becoming as popu-
lar as emotional insanity used to be.
Train robbers, embezzlers, fools and frauds
find in hypnosis a valuable plea and a
ready excuse for all sorts of mad freaks of
crime and wild schemes for making money
easily. Fortunately few suffered from the
hypnotising of Br'er Wilkinson or a long
tarry in some cool reformatory might be
prescribed for his recovery.
The city of Toronto, Canada, has been all torn up over Sunday car
service. The Antis, supposed
by themselves to be led by
angels, and the Pros, said by the
Antis to be led by Beelzebub,
met in bloodless encounter at
the polls, August 26, and deci
ded by a majority of only i.oto
to not have Sunday cars. The
Sunday walker will now be
enjoined, we presume.
When a real-live elephant gets upon its hinder legs and calls a halt
to a cable car, the North Side, Chicago, gripmen, will meekly halt and
call "all aboard." This comes from an
experience with a pachyderm at the cor-
ner of Ontario and Clark streets. It
seems that a one-elephant circus that
winters north of Lincoln park was
returning to hibernate. At 11 o'clock,
September 4, they passed the .^bove
location, and his elephantship, angered
by much tie-walking, concluded to stop
a car and ride home. The intelligent
beast did just what half his human con-
temporaries would have done if they
had the strength. He simply smashed a car. After several hard blows
and much argument from the keeper, the elepiiant was persuaded to
walk.
585
(^aiJicd/l?^ailv^5^eyl^
ECHOES FROM THE TRADE.
J. J. DeKinder, consulting engineer, has removed his
offices to Rooms 1206- 1208 Betz building, Philadelphia.
Geo. Cutter, the Rookery, always does the elegant.
His latest is a pretty little pamphlet called "Echoes from
Electricity Building."
P. S. Bemis, western agent for Peckham Motor
Truck & Wheel Company, has removed his headquarters
from the Phoenix building to the Monadnock Building.
The Railway Register Company, New York, will
go to convention. The company is running at its full
capacity and, in consequence, Manager Edward Beadle
is happy.
The Meaker Manufacturing Company, Chicago,
will attend the convention. J. W. Meaker will represent
the fare registers, without which the convention would
hardly be complete.
The Falls Rivet & Machine Company, of Cuya-
hoga Falls, O., is about to market a new stand and box.
E. L. Babcock, the president, will attend the convention,
but no exhibit will be made.
The New Process Raw Hide Company, of Syracuse,
N. Y., has been doing good business, and will be repre-
sented at convention by A. C. Vosburgh and T. W.
Meachem, in charge of an exhibit.
Guy C. Phinney, president and general manager of
the Woodland Park Electric Railway, Seattle, and one
of the most prominent men in the city, died suddenly
of heart disease, on Wednesday, September 13.
After giving the Garton street railway arrester a
thorough trial, the Panama Electric Street Tramway, of
Panama, (Columbia,) have equipped their cars through-
out with them, and the equipment has been shipped.
The Crossley brake is in use on the Cleveland City
Railway, the Cleveland Electric Railway and the Con-
nelly Gas Engine Company, everywhere giving great
satisfaction. It is at present being tried on the Chicago
City Railway.
The International Register Company, Chicago,
will soon market a new stationary register. A. H. Eng-
lund, secretary and general manager, will attend the con-
vention, with representatives of their registers, both
stationary and portable.
The Mosher Electric Company, Chicago, whose arc
lamps are specially designed for use on street railway
"circuits, will exhibit at the Milwaukee convention a series
of ten arc lamps on an alternating circuit. Delegates
should be sure to see this display.
J. M. Denniston, at 802 Monadnock block, Chicago,
has taken the general agency for the R. D. Nuttall Com-
pany's gears, pinions, bearings and trolleys. Mr. Dennis-
ton is an affable gentleman and, as his goods need no
introduction to the trade, his success is assured.
The Buckeye Engine Company, of Salem, O., will
attend convention in the person of G. A. Barnard, now
World Fair's agent. The Buckeye, for electric work, is
making a splendid record, and the company says the
street railway orders exceed the lighting plant orders.
The Leary Switch Company has completed its new
factory at the corner of Broad and Ontario streets,
Utica, N. Y. The new plant is a complete one, with
its own power and machinery. The switch is becoming
very popular among street railways throughout the
country.
Visitors to Milwaukee, desiring photographs and illus-
trated souvenirs and guide bool<s of the city, will find a
large selection at the establishment of C. N. Caspar, 437
East Water street. Mr. Caspar is also a publisher and
has recently issued the most complete map of the city
yet published.
The Phoenlx Iron Works Company, 519 The
Rookery, has just sold the Northern Light Electric
Company, of Wahpeton, North Dakota, and the Marine
City Electric Light Company, of Marine City, Mich.,
loo-horse-power compound non-condensing Dick &
Church engines.
C. H. Hanson, 44 Clark street, Chicago, is making a
specialty of aluminium tickets for street railway use.
The Kalamazoo tickets illustrated in our last issue were
made by Mr. Hanson and, as then stated, are giving com-
plete satisfaction to the company and the public. Mr.
Hanson will have an exhibit at Milwaukee.
The New Haven Car Register Company, of New
Haven, Conn., report a rapidly increasing demand for
their product, the New Haven fare register, and state
that in addition to the many valuable features their regis-
ter possesses, they have added another' for the purpose of
indicating the amount of the fares registered.
Wade & Bettis, electrical engineers and contractors,
Gould building, Atlanta, Ga., are representatives of Sie-
mens & Halske in the south, and will do a general engin-
eering business. H. I. Bettis, well known to all street
railwa}' men, formerly manager of the Atlanta Consoli-
dated, and Geo. H. Wade, formerly with the General
Electric, compose the firm.
The Hoppes Manufacturing Company, of Spring-
field, O., report the sale of their live steam feed water
purifiers and exhaust steam feed water heaters as
<^{jwd'V{ai\MWf)}^^
583
extremely active. Recent orders aggregate over 10,000-
horse-power, not including 1,000-horse-povver for the
Columbus Street Railway Company, and 1,000 for the
Elmira, N. Y., Illuminating Company.
The Ball Engine Company, of Erie, Pa., has secured
an order for a loo-horse-power Ball Engine from the
Brooklyn Navy Yard; S. E. Olsen & Company, of
Minneapolis, buys two lOO-horse-power Ball engines, and
the Wilkesbarre Electric Light Company has recently
purchased a i25-horse-po\ver engine from J. W. Parker
& Company, Philadelphia agents of the Ball Company.
The death, recently, of E. E. Dennison, of E. W.
Clarke & Co., bankers, of Philadelphia, removes from the
street railwa}- field a bold and successful financier. Mr.
Dennison died of typhoid ferer, at the age of thirty-four.
He was organizer of the different electric railway syndi-
cates in Louisville, New Orleans, Buffalo, Rochester,
Columbus, Lynn, Scranton, Atlantic Avenue Brooklyn,
Paterson, Passaic, Newark and other places.
J. Holt Gates, western manager of the Waddell-Entz
Company, reports that they are placing a large motor in
the new Illinois Central depot, Chicago, to operate a 60-
inch Sturtevant fan, and also a large number of motors
for a mining and transmission plant in Michigan. Despite
the dull times, considerable work is being done.
Agencies have been established in all the principal west-
ern cities, where prices are quoted and work installed.
The Railway Equipment Company, Pullman build-
ing, Chicago, is in receipt of a letter from the Wor-
cester Consolidated Street Railway Compan}', which is
equipped with type G material of the Equipment manu-
facture. The letter says: " We have about completed
our overhead work and it ought to be a big advertise-
ment for your company, as we have the most perfectly
equipped road in the country. Every part is first class."
Albert Fisher, who has so successfully handled high
speed engines for many years, has been appointed the
representative in this territory for the Altoona Manufac-
turing Company, and has opened an attractive office at
1025 Monadnock building, Chicago. Mr. Fisher has
years of experience, which make him thoroughly familiar
with the needs of railway and lighting plants, and this,
combined with a wide acquaintance, makes him one of
the strong forces in the field.
The Clonbrock Steam Boiler Works, New York,
whose mammoth exhibit in Machinery Hall has attracted
so much attention, are about to ship one 1,500-horse-
power boiler to the Island of Trinidad, where several of
their boilers are already in service on an immense sugar
plantation. They are also shipping to the Sandwich
Islands among other foreign orders. In spite of the gen-
eral depression, their works, the capacity of which was
doubled last fall, are constantly running under full time.
The Standard Car Company, whose address is lock
box 112, Milwaukee, have developed a steam motor
especially adapted to traction work, and are pushing to
early completion a new car thus equipped, which they
hope to have ready in time to exhibit at the convention.
It involves several radically new principles, and also
works without visible or audible exhaust. The officers of
the company are F. A. Merrill, president; Ezra Dederick,
vice-president, and N. Merrill, secretary and treasurer.
The Lewis & Fowler Manufacturing Company,
of Brooklyn, is now taking orders for electric snow
sweepers. This sweeper has done satisfactory service
for the past three seasons. It has been almost alone
in its class, and has vindicated its righ.t to public atten-
tion and patronage by its successful fight against the
hard snows of last winter, which many of our readers will
remember from personal experience. A snow storm
taken early and kept up with, by a Lewis & Fowler
sweeper, is as harmless as a spring shower.
IJOESN T LOOK LIKE A CROSS GIRL-
BUT SHE IS.
C. E. Healy, of Detroit, the well known inventor of
the Healy motor, is about to market a mine locomotive of
radically new construction. The machine is an all out
and out new departure in bringing out the mine product
on the little mine cars, occup3ing no more height or width
than the little cars and at the same time it is in first cost
and general economy and favorable results said to be
ahead of other power for like service on comparatively
level mine tracks, or such lines of no more grades than a
traction wheel motor could do the work.
Thk Mosuer Electric Company, 123 to 127 Ontario
street, Chicago, has put its street railway lamp on the
following roads: Paducah, Ky., Street Railway Com-
pany; South Chicago, 111., South Chicago City Railway
Company; Savannah, Ga., Street Railway Company;
Los Angeles, Cal., Electric Railway Company; Cedar
Rapids, la.. Light & Power Company; and on the
Omaha Street Railway Company, Omaha, Neb. The
584
(=^tTict(?(ailM^lf^A/W
lamps are doing the best and most economic service, in
spite of the heavy variation of voltage. The Mosher
lamp will exhibit at Milwaukee.
The publishers of the Street Railway News, which
has suspended, have our sympathy. They were the first
in the field with a weekly paper and have made a deter-
mined and gallant fight. Despite all their efforts they
were unable to furnish both the paper and the time to
read it. Street railway managers are the busiest and
hardest worked men in their community and have about
all they can do to read one or two monthlies; while with
the most of them a weekly piles up on the desk with
unbroken wrapper until, in an occasional fit of house
cleaning, the janitor dumps them into the waste basket.
A Correction. — Referring to the article on the La
Crosse bond wire, which appeared in our July issue, we
erroneously attributed the invention to the wrong man.
A correction of the mistake was written for the August
issue but, through a printer's error, left out. We there-
fore wish to state that the invention of this effective device
belongs to A. von Hoffman, electrician, of Milwaukee,
who holds the patent. In speaking of the device, Clement
Smith, of the LaCrosse Street Railway, says, writing to
Mr. von Hoffman: "I believe that your bond is the
best in existence and shall aid you in every way to secure
its gdn^ral use." Eighteen thousand of these bonds are
used in the construction of the Milwaukee line. All of
the latter are of No. o soft galvanized iron.
The resignation of Henry M. Whitney from the presi-
dency of the West End Street Railway Company, of
Boston, removes from street railway circles one of the
men to whom electric traction owes its proud boast of
bringing forward the shrewdest, most politic and best
educated class of men in the country. Mr. Whitney's
service in street railway work gave Boston rapid transit,
Massachusetts its impetus toward better intramural facili-
ties. To say that he will be missed from street radway
circles is as unnecessary as it is commonplace. Mr.
Whitney becomes president of the Dominion Coal Com-
pany, of Boston and Nova Scotia, in which he is interes-
ted. His resignation was occasioned by a multiplicity of
responsibilities, which made it a physical impossibility to
attend to all.
The Medbury Insulation, made by the Fibrite
Company, of Mechanicsville, N. Y., is rapidly growing in
favor. The claims made for it are: It is the strongest
insulation made; it shows the highest resistance of any;
it is absolutely waterproof; it is the best made and guar-
anteed; it is for sale at all railwaj' supply houses in every
large city. Insulation as every other detail of electric rail-
way practice has grown from crude forms to this present
excellence aiming always at perfection. The Medbury
insulation is no exception to the rule and to accomplish
the end sought, H. J. Medbury, whose years of experi-
ence have been spent in research, has brought forth this
superior insulating material. Many street railways will
use nothing but Medbury and a continued popularity is
assured.
OUR DICTIONARY OF TECHNICAL TERMS.
A HEAD COLLISION.
A REAR END COLLISION.
A ROUND TRIP.
A SHORT CIRCUIT.
WiLi.is L. Adams, whose street railway acquaintance
includes nearlj^ every state in the country, is making a
splendid success with his extensive line of general street
railway suppHes. His offices are at 84 Adams street,
this city, a most convenient location, where the visiting
manager will always find a warm wel.ome. He carries
in stock at his Chicago warehouse, thus permitting of an
immediate shipment, a full line of railway supplies of all
kinds, including insulating materials, hard and soft rubber
goods and porcelain insulators, in all sizes, shapes and
quantities. E. O. Reed, formerly with the H. W. Johns
Company and later with the Love Electric Traction Com-
pany, travels from the Chicago office; and Charles E.
Rowe manages the Boston office, at 116 Bedford street,
that city. Both gentlemen have an extensive acquaint-
ance and popularity. In spite of the depression in rail-
way business, Mr. Adams has enjoyed an excellent busi-
ness all through the hard times, and has taken several
large contracts within the past week.
THE COOK HIGH SPEED ELEVATED
ELECTRIC EXHIBIT.
ONE of the most attractive exhibits in transportation
annex is that of the Cook model high speed line
The model comprises a track 50 feet long, in the
form of an ellipse and built to a scale of one inch to the
foot. Two cars are constantly operated in opposite direc-
tions, one car on the inside and one on the outside rail.
A detailed and illustrated description of the system has
already been given in these columns.
(^JM£t(?^ailM^9\eyicW*
rj.s5
HALF FARES.
Interesting Facts from All Parts of the Country Boiled Down
for Busy Readers.
The Davenport Street Railway Company continues
its system of monthly prizes with continued yood effect.
The Buffalo Railway Company are now carrying over
100,000 passengers daily and have 1,200 names on its
pay roll.
The electric line between Hartford and Glastonburj',
Conn., is carrying mails and furnishing an excellent ser-
vice to the department.
On the twenty-fourth day of August the South Halsted
street branch of the West Chicago Street Railway Com-
pany began operations.
Bicycles to the number of S,ooo are in use in Toledo,
Ohio, this year, and on some lines the effect on earnings,
though very slight, is perceptible.
The Metropolitan Railway Company of San Francisco
has received the first installment of its added equipment
from Carter Brothers Car Works, of Newark, Cal.
A wiLD-EVED scheme for an electric railway from
Galveston to Houston is organized with the usual "flat-
tering assurances," that are pretty sure to flat out.
Mrs. T. Edward Hambleton, wife of the president
of the Baltimore Traction Company, died August 25,
Mrs. Hambleton was 54 years of age and a most estim-
able lady.
Two strictly up-to-date boys at Paterson, N. J.,
recentl}- turned the juice on to two big motor cars in the
electric railway barns and let them go. Both cars were
smashed.
An ordinance is pending in Cleveland to limit car
speeds to five miles an hour on bridges and curves, six
miles in business district, eight and fourteen miles in resi-
dence and outside districts.
Ai'TER twenty years' operation the People's Street
Railwa}- of Pottsville, Pa., has paid a dividend. The
Philadelphia & Reading controls the line and the first
dividend was a good big one — eight per cent.
M.viL cars are now running between Marion and Cedar
Rapids, Iowa, over the electric road. Service began
July 18. Previously it was carried in wagons at $280 a
year. Three mails a day will be carried.
The 17-year old daughter of Ferdinand Meyer, of St.
Louis, signalized her papa's departure to the World's
Fair by eloping with one William Bull, a conductor on
the Broadway cable line of St. Louis. Punsters aver
that the event is a "horse" on Mr. Meyer.
The electric railway between Olean and Allegheny,
N. Y., has a field of usefulness in running funeral trains
between the two places, for the accommodation of the
Olean catholics, who have no cemetery. Only the friends
of the deceased travel on the cars, the body going by
hearse.
At Bay City, Mich, the electric road is forced to pay the
city an annual rental of $50, for the water the company
pumps from the lake through its own pipes and with its
own machinery. As it seems to own the water as well
as the earth, the name might not inappropriately be
changed to "Pay City."
Fred Taylor, a lineman of the Mobile Electric Rail-
way had a close call. He was running a new feeder,
and when at the top of a 30-foot pole accidentally touched
a live light wire. He became insensible and fell, but
caught on a guy wire, where his companions rescued
him. Recovered in a few minutes.
New Mexican rivers sometimes hold a teaspoonful of
water and an hour later become raging torrents. In a
little town beyond the Rio Grande is a small park near
the banks of one of the spasmodic streams, and when a
flood suddenly fills the water course the street cars carry
the following idiomatic inscription, "The River Waters
To-day."
At Bridgeport, Conn., several discharged men sought
to form a union of the street railway employes, to secure
their own re-installment. Col. Heft promptly put a
quietus on the union business by stating no union men
would be used b}' the company, though he favored a
strictly benevolent association, and would himself con-
tribute liberally.
The fifteenth annual Rhode Island clam dinner ten-
dered the electrical fraternity by the American Electrical
Works, of Providence, was celebrated Saturday, Septem-
ber 2, at Haute Rieve, and was fully up to its famous
predecessors in every way. As a souvenir of the event
a handsome deck of cards, bearing the date and place,
was handed each truest.
THE NEW YORK STATE CONVENTION.
THE eleventh annual meeting of the New York
York State Street Railway Association will be
called to order at 10:30, September 19, at Pow-
ers Hotel, Rochester, N. Y..
The following papers will be presented :
"Recent Improvements in Cable Traction," by Geo.
W. McNulty, of the Broadway and Seventh Avenue
road, New York; "The Return Circuit of Electric Rail-
ways," by thomas McTighe, electrical engineer, Atlantic
avenue road, Brooklyn. President Wyman will probably
not preside on account of stress of other business, leaving
the chair to the safe hands of vice-president Hasbrouck.
Secretary Richardson will be present.
581)
(^Wd/if^odAVoy-U^A^lcw^
PERSONALS.
Hugo Koestler, chief engineer of the Austrian state railway, was
an August caller at this office.
Engineer Adolf Prasch, inspector of the Austrian state railways,
was a Rea'Iew caller of the month.
W. M. Sturges, long superintendent of the Utica Belt Line Rail-
way, resigned Iiis position September i.
Dr. a. Everett, of Cleveland, made a pleasant call upon the
Review offices while doing the Fair this month.
John Muir, of Brooklyn, has been appointed receiver of the Sche-
nectady Str-eet Railway, of Schenectady, N. Y.
John Patterson, of the Hamilton, Out., Radial Electric Railway,
was a recent World's Fair and Street Railway Review visitor.
Robert von Reckexschus.s, C. E., official referent on street rail-
ways of the Itnperial Austrian commission, was a visitor at the office of
the Review.
R. B. lloLiiROOK, the bright engineer of the Cedar Rapids, la. Street
Railway Company, called at the Re\tew office recently. Mr. Holbrook
and a brother engineer were doing the Exposition.
M.J. Sullivan, of the Electrical World, was married on Tuesday,
August 15th, to Miss Frances Reed, at Freeport, 111. A number ol Chi-
cago friends attended. The Review, together with liundredsof friends,
extends congratulations.
W. II. Taylor, of .\ew York, is in Chicago, as western representative
of the Street Railway Journal. Mr. Taylor makes his headquarters at
the Journal otTice, in Electricity building, at the Fair, and at the Street
Railway Gazette office down town.
A. Langstafi? Johnston, Richmond, Va , ^yitll his family, has been
spending two weeks in Chicago and at the Fair. Mr. Johnston returns
to commence construction on a contract he has taken in Philadelphia.
While here he made the Review a call.
Henry A. Newell has returned as superintendent of the Broad-
way & Seventh Avenue Road of New York City. He was trans-
ferred a few months ago to the Twenty-third Street Line. Mr. Newell
has been with the road for twenty years.
On the retirement of W. A. Larrabee from the superintendency of
the Norwich, Conn., street railway, the employes presented him with a
purse of $100. John Wilcox succeeds Mr. Larrabee, who goes into the
employ of E. P. Shaw, of Newburyport.
H. H. I^iTTELL and family, of Buffalo, have taken up their resi-
dence at the Hotel Niagara, Buffalo, where their friends will find them in
the future. Mr. Littell called on the Review during the recent two
weeks he spent at the Fair, accoinpanied by Mrs. Littell.
Arthur E. Baker, of the Baltimore Car Wheel Coinpany, was a
recent caller at the Review office. Mr. Baker has the qualities necessary
to make a thoroughly wideawake, American business man of the high-
est type, and is becoming well known in the street railway field.
W.J. Carruthers- Wain, has been re-elected president of the Tram-
ways Institute of Great Britain and Ireland. He is director of half a
dozen big English tramway enterprises and a favorite with all his
employes. He has parliamentary ambitions of the unionist order.
Geo. K. Ridgeway, on his resignation from the superintendency of
the electric railway at Binghampton, N. Y , to accept a similar position
at Hornellsville, was presented with a fine silver tea service by his for-
mer employes. A. W. Brockway succeeds Mr. Ridgewav.
W. W. Hatch, formerly of Kankakee, 111., and no\v constructing
twenty-five miles of electric lines connecting Goshen and Elkhart Ind.
made us a pleasant call. Eventually tlie interurban will be extended
beyond Goshen, and freight as well as passengers carried.
T. H. McLean, who is known by reputation to the entire street rail-
way fraternity, and personally to an unusually large number of street
railway men, as one of the brightest managers in the country, has
assutned his new duties as general manager of the Citizens, of Indian-
apolis.
C. K. MacFadden, formerly constructing engineer for Taylor, Good-
hue & Ames, has taken charge of the expert engineering work for
Bartholemew, Stow & Co., Chicago. Mr. MacFadden's well-known
scientific acquirements and business qualifications will make him emin-
ently capable of his new position.
Win Hazelton, 3RD, has resigned from the Short Electric Railway
Company, of Cleveland, to connect himself with some street railway
enterprises in which he and some friends are interested. Mr. Hazelton's
success in manufacturing is due to the same energy and foresight which
will, no doubt, be shown in his new enterprise.
Nicolaus Amundsen, civil engineer and telegraph and street rail-
way inspector of the city of Christiana, Sweden, was a recent visitor at
the Review office, in quest of street railway knowledge for a complete
report to his home government. Mr. Amundsen is making an
extended study of the electrical industry in America.
C. B. Thurston, who has been president of the Jersey City & Ber-
gen Railroad since iSSi, asked to be relieved of the responsibility, owing
to the many demands on his time in other directions. The board refused
to receive his resignation, and retained his services as chief executive by
electing David Young vice-president and general manager. Under Mr.
Thm-ston the running headway was leduced from 10 and 20 minutes to
2 and 5, and other improvements made in the same proportion.
PARANITE DISPLAYED.
THE southwest part of the Gallery of Electricitj'
contains half a dozen handsome displays, chief
among which may be noted the pavilion of paran-
ite lamp cord, covering the exhibit of the Electric Appli-
ance Company. This canopy is make of 30,000 jards of
the famous Paranite wire, composed of 1,440,000 feet of
No. 30 copper wire.
Besides the canopy, several reels of the O. K. weather
proof wire, and Paranite may be seen grouped about the
floor of the space.
Paranite wire, as all know, is made by the Indiana
Rubber & Insulated Wire Company, of Marion, Ind., and
is particularly adapted for car and power house wiring,
as it is strong, safe and durable, three requisites of a
desirable insulated conductor for this important part of
an electric railway installation.
On Saturday, September 9, the whole Transportation
building went into gala attire and entertained its friends.
A committee of the exhibitors, ably headed by Major
Pangborn and staff, arranged for a procession of exhibits
of transportation, the like of which has never been seen
and never will be seen again. Esquimo dog teams and
reindeer, old coaches, old engines, and in fact, everything
that was moveable, paraded the grounds before a quarter
of a million of delighted people. The committee con-
tained the names of prominent exhibitors, transportation
department judges and lay brethern interested in the
affair. The thanks of the entire transportation depart-
ment is due Major Pangborn, marshall of the day. Sec-
retary T. H. Young of the commissson and the staff
which carried through the most successful of parades yet
attempted.
(^tjwd'jr{a^ay\^^
587
PUBLISHCRS AND PROPRIETORS,
269 DEARBORN ST., - - - CHICAGO.
Fubliiiihed on the IStli of each month.
SUBSCRIPTION, -
FOREIGN SUBSCRIPTION,
- TWO DOLLARS.
20 SHILLINGS.
Address ail Communications and RemiUancfS to The Street Railway Review,
269 Dearborn Street, Chicago,
H.H. WINDSOR, F. S. KENFIELD,
Editor. Business Manager.
CORRESPONDENCE.
We cordiiiiiy iovitt correspondence on all subjects of interest to those engaged
in any branch of Street Railway work, .and will gratefully appreciate any marked
copies of papers or news items our street railway friends may send us, pertaining
either to companies or officers. Address:
THE STREET RAILWAY REVIEW,
269 Dearborn Street, Chicago.
Entered at the Post Office at Chicago as Second Class Matter.
This paper member Chicago Publishers' Association.
VOL. 3.
OCTOBER 15, 1893.
NO. 10
As usual this Issue ha» been held back a feiv days to include
the report of the annual cooTention.
OUR MEDAL.
THE Strekt Railway Review has the proud
distinction of being the only publication devoted
to transportation interests, receiving a medal at
the World's Columbian Exposition. This medal was
granted on claims of ex'cellence of illustration and typo-
graphy, scope and character of its articles both in prepa-
ration, originality and evidence of research. The Review
has long worn the medal in the hearts of its thousands of
friends and readers, who will share with us the honor of
this latest public recognition.
FOR the first time in thirteen years, the Chicago City
Railway experienced a disastrous fire, on the even-
ing of October 12, in which 461 horses were burned to
death. As has so often happened before, the frightened
and desperate animals, when turned loose, huddled
together and refused to be saved.
ANOTHER flywheel accident, this time in one of the
largest and most recently constructed phmts, calls
attention to what seems to be a poorly understood sub-
ject. These little pleasantries that wheels have had of
late of getting Hy and going on a bust are altogether too
serious and expensive an entertainment to be often
indul<£ed.
THE paper on power house engines, by Mr. Connette,
I [sounds the key note when he says, " The stand-
dard of maximum efficiency attainable should be ascer-
tained with each portion of the plant, and each part
brought up to that standard." His method of offering a
premium for economical firing can also be adopted to
advantage by many roads.
THE awful hurricane which visited the South Atlantic
coast states October i and 2, occasioned consider-
able direct loss to street railways, and further loss in
inability to operate, pending the clearing of fallen trees
and other debris which covered the tracks. One mana-
ger writes us, "If you could have seen our line after the
storm, you would have though it had engaged in a prize
fight and lost the battle."
THE paper prepared by T. J. McTighe for the New
York convention, on "the return circuit," is pub-
lished this month as a continuation of the discussion on
this subject that has been going on in the Re\iew for
nearly a year past. The views expressed may be taken
as representing the most advanced thought on this ques-
tion, agreeing as they do with the opinions advanced by
the majority of writers in our columns. The supplemen-
tary wire seems to be justly falling into disrepute, for the
reason that it combines extra expense with inefficiency.
IN striking contrast with the action of employes in
several roads which have of late been obliffed to
reduce all expenses, including wages, is the manly atti-
tude of the employes of the Suburban Traction Com-
pany, Orange, N. J, Knowing that travel had fallen off
heavily, owing to factories along the line having closed,
they voluntarily addressed a letter to the manager, saying
they had agreed to accept a reduction in wages until travel
had recovered if it would enable the road to pull through.
The action of the men was a great surprise to the officers of
the company and thankfully accepted, although it is not
intended that the men shall eventually be the losers by
this unusual and commendable offer. The road is to be
congratulated on having men who unmistakeably have its
best interests at heart, and could the same spirit prevail
generally there would be much smoother sailing for both
companies and men.
ONE of the most interesting electrical events of the
World's Fair was the tug of war, Railroad Day,
between a Baltimore & Ohio switch engine and the elec-
tric locomotive. While the steamer pulled its antagonist
across the line, there seems to be every reason to believe
the victory was chiefly due to its greater weight. The
trial, therefore, has very much to encourage electricians,
even though the question of comparative economy of
operation was not put in issue. There is no doubt that
so far as the electric locomotive for heavy hauling has
588
<p)iMdiJ\aAWJa^fJ'\^^^
progressed, the steam engine is the more economical to
operate. But already there are many places where
economy of operation is the smallest consideration, and at
such places must we look for their introduction. No one
dare say, however, that when the electric locomotive has
had one-tenth as many years' development as its steam
brother, it will not be able to become a valorous rival. It
has just hatched; wait until it feathers out, and see it
crow.
THE street railway employes of Chicago, especially
the conductors and drivers are entitled to a great
deal of credit for the splendid work I hey have exhibited
the past few months. To them has been delegated the
unprecedented task of caring for the safety and lives of
the visiting hundreds of thousands, many of whom are as
little familiar with street car operation as they are with
the Chinese language. Cars crowded to the boards
with passengers, many of whom were as helpless as
children; and multitudes of others who take to the mid-
dle of the road just as they are accustomed to do at
home, have called for a constant and sharp watch in all
directions at one moment. It has been one long drawn
out nervous strain covering a period of six months, and
to these faithful men the close of the Fair will be a relief
and relaxation little appreciated by the general public.
There have been some accidents to life and limb in spite
of all precautions, but no more than seem always inevit-
able to such gatherings, and no one knows how many
hundred serious accidents would have been recorded
but for the guardianship of the much abused conductor
and driver. The street railway boys of Chicago have
made a Columbian record, deserving of a medal.
increasing the number and decreasing the length of trains,
but it would be an unexpected turn of affairs that would
put a motor under each car of a train.
SEVERAL of our steam railway exchanges, in com-
menting on the steam-electric locomotive contest, rail-
road day, express the belief that if electricity is adapted
to long distance train hauling, it will be by the applica-
tion of motors to each car, rather than motors in the first
car or "engine." Practically, this is good, as each car
and its load would then furnish its own traction weight
instead, as now, of offering nothing but a dead weight to
be pulled. But against this, under present methods of
motor control, the difficulty in making the proper connec-
tions from one car in a train to another and bringing all
of these connections to the front end of the train, are
almost unsurmountable obstacles in the way of running
louCT trains, with a motor for each car. That the running
of such trains is possible cannot be doubted, but that it
will soon be practicable is a serious question. Where a
part of the train weight can be made available for trac-
tion, by fitting up one car with motors, as on the Intra-
mural Railway, it is all well enough, but the multiplicity of
connections, the large number of motors to be taken care
of, and the lower efficiency of small motors cannot com-
pete with concentrated power, as it is on a locomotive
where all repairs and troubles are located in one machine.
If electricity replaces steam there will probably be some
material changes in present train service, probably by
SOME of our English exchanges are greatly exercised
over what they profess to believe a failure of the
World's Fair, and one remarks " probably no other
scheme introduced to the world, with such a blowing of
trumpets, has ever fallen so flat," and continues with the
statement that "the visitors are mostly country folk, coming
from a radius of about 300 to 500 miles." We confess
the attendance of "folk" from across the water, especially
from England, was far short of what our English friends
owe themselves, but the day this is written the Review
has received callers from Chili, Germany, Austria, South
Africa and Australia, all attending the Fair, and it is not
a very good day for visitors either. It is true, in giving
to the world the grandest production known to history,
Chicago has contributed, as individuals and as a city, the
unprecedented sum of ten millions of dollars. No other
city on the face of the globe could, or would have done
the same, nor would any other have produced such build-
ings and grounds in the same length of time. No one in
Chicago is complaining because there is little prospect of
getting back any considerable part of the ten millions, the
people who whine about it don't live in this town,
though some of them do in England. All the
debts will be paid, and Chicago will have what is
better than a few contemptuous millions, the satisfac-
tion of having more than fulfilled its promises to the
world, and in her own inimitable manner. The only
really "flat" thing about the Fair is the ignorant criticism
of people who have not seen it-. That our foreign
brothers are in much dense ignorance, is evident froni a
letter of condolence from a gentleman in London
received by the Review^ based on the "continued and
terribly stormy weather which had so largely interfered
with the Fair!" On the day the letter was received there
had not been a drop of rain here in nearly three months.
There is an evident need of trolleys, or something, over
there to wake the people up.
AN old fossil in Brooklyn, who grinds out letters to
the daily papers, and hides under the sympathetic
signature of " Humanity," is greatly e.xercised because a
small boy, who, as nearly as can be determined, was steal-
ing a ride on the car, was run over and had a leg crushed,
as Humanity says, "by the trolley." After experiencing
all the thrills of horror of which Humanity was capable,
he winds lip with the progressive demand of: "Give us
the horse cars; they are best after aO!" Experience has
not demonstrated, however, that on the basis of the same
number of passengers carried, the horse cars fail to get
in their work quite as effectually as the cable or electric.
We even know of at least one city where both horses
and mechanical power are used by the same compan}^ in
which the harmless and inoffensive horse car has for a
long time carried the palm for deadly execution, and car-
ried it away up high, too. It may be more painful to lose
(^xcd/J\cuWci^lj^VlcW^
589
an arm or a leg by a "trolley" than under the wheels of
a good old horse car — we cannot speak from personal
experience — but that is an open question, and admits of
much argument in favor of the former method of ampu-
tation. Humanity hangs out the same old objection that
was raised when the first steam road thundered along at
fully eight miles an hour. The world moves; moves
faster every year, and the great mass of the public
demand a faster moving street car than was satisfactory
ten years ago. The responsibilitj' for accident arising
from rapid transit largely belongs to the public which
demands that kind of transit. One of the best authori-
ties on street railway management, himself at the head
of a large eastern syndicate operating in several cities,
wrote us a few da3-s ago and concisely but pointedly
defined the situation in the following words: "The peo-
ple of rapidly growing cities desire the benefits which
come from rapid transit on street car lines; rapid transit
cannot be had unless the cars move fast. If people
are careless or indifferent while on the street where cars
are running, accidents are quite certain to happen no
matter how careful the men are who have charge of
the cars."
HALF FARES.
Interesting Facts from all Parts of the Country Boiled Down for
Busy Readers.
The Minneapolis Street Railway Company has the
funeral car business under consideration.
Chas. Bode, chief engineer of the North Side Street
Railway, Fort Worth, was a Chicago visitor in Sep-
tember.
Manager W. A. Grant, of the Niagara Falls Park
& River Railway, entertained a distinguished party of
Canadians with a trip over his line on October 4.
Conductor Enochs, of Austin, Texas, got a good
strong 500-volt shock the other day, being knocked down
and slightl)' burned, but was on duty in twenty-four
hours.
A TROLLEY car in Brooklyn had a race to keep out
of the way of a runaway team, and succeeded in coming
out victorious, though with a somewhat frightened motor-
man and load of passengers.
The Chicago Electric Club has grounded, owing to a
short circuiting of the monthly dues, and the fact that
members are too busy to give it the time necessary to
maintain interest at a proper voltage.
The Evansville, Ind., strike was settled by fixing
twelve hours as a day's work, at fifteen cents per hour,
until such time as business shall improve, when the for-
mer rate of seventeen cents is to be resumed.
The damage done to the New Orleans lines by the
recent storm on the gulf was not serious. The tracks
were washed away to some extent and were under water
in many places, but the most trouble was experienced by
the falling of trees.
George E. Pratt, of the Lamokin Car Company,
of Philadelphia, has distinguished himself as an efficient
worker in all matters pertaining to the good of the trans-
portation exhibitors. He was secretary of the executive
committee on Transportation Day.
Life saving fender No. 504,641 was tried on the
DeKalb avenue line in New York a few days ago and
pronounced by the Electrical Subway Commissioners to
be the best they had yet seen. The undertakers don't
like them. They saj- it musses up a corpse so.
The photographer of the battlefield of Gettysburg, W
H. Tipton, is suing General D. E. Sickles for $10,000
damages. General Sickles was president of the New
York State board of Gettysburg battlefield commission-
ers, and the difficulty arose on the question of the useful
and now much admired trolley road. Mr. Tipton was
largely responsible for the road and General Sickles was
insanely antagonistic to it. Mr. Tipton asserts that
Sickles influenced the New York veterans against his
(Tipton's) photographic business.
The late rule of mob law at Roanoke, Va., called out
a new use for electric cars. Our readers will remember
that at this time a negro murderer was confined in the jail
and an attempt was made by the infuriated people to
lynch him. Orders were telegraphed to Salem, seven
miles distant, to hold the militia in readiness, and an elec-
tric car was detailed to stand prepared to transport the
troops. This opens a new possibility of usefuln ss for
the electric car and will no doubt grow upon municipali-
ties as has the street car mail service.
The Connelly gas motor factory, of this city, has
turned out in all twenty-one motors for the North Chi-
cago Street Railroad. They are being run regularly on
the Sheffield avenue line, and on the Garfield avenue and
Center street line. A petition presented to the city coun-
cil by a few of the property holders along the above lines,
asking that the motors be abolished, was apparently
uncalled for and unwarranted and supported mainly by
soreheads and kickers. The corporation lawyer has
decided that the city has no power to prohibit the use of
these motors.
For one long breathing spell of a whole day the Chi-
cago papers praised the street railway facilities of
Chicago. That time was the next day after the great
Chicago Day crowd. Complimenting the Illinois Central
express trains, the Times says: "But while this is said for
the Illinois Central, it must not be construed as in any
sense a reflection upon the other lines. All did their
duty. All met the situation satisfactorily, everything con-
sidered. The other lines were the boats, the South Side
cable, and the elevated. Whoever was good tempered
and patient did not fail of satisfactory transportation,"
590
<^"tied/5\ailM%lf^yleW*
A SPLENDID CONVENTION.
Milwaukee's Unbounded Hospitality — Abundance of Room for Everybody and Everything— Attendance
at Sessions Largest Ever Held— Fine Display of Exhibits— Elaborate Banquet.
EVERYTHING at Milwaukee conspired to
make the meeting an unbounded success.
Hotel accommodations were good and ample;
the weather was fine; the whole of an immense
exposition building was at the disposal of the association;
and the arrangements of the local committee were per-
fect. The attendance o£ street railway officials was
large, though the effect of exhibits at the World's Fair
was noticeable, as the display was fully one-fourth smaller
than last j'ear, but under the circumstances larger than
SI
^
WEDNESDAY.
Welcome by the Mayor of Milwaukee.
President's Annual Message.
Executive Committee's Report.
Paper on Power House Engines.
Visit and Lunch at Allis Works.
Inspection of Lines and Pabst Brewery.
Paper on Lighting and Heating Cars.
Discussion on T Rails.
THURSDAY.
Paper: Traction and Motor Trucks.
Paper: Storage Batteries for Central
Stations.
Paper: Direct-Driven Generators.
Election of Officers.
Adjournment.
Banquet at 8 30 p. m. at the Pfister.
FRIDAY.
Inspection of Lines, Power Houses and
Exhibits, with carriage ride about the city.
could reasonably be expected. The advantages of hav-
ing business sessions and exhibits all under one roof was
evident and not a minute was wasted. A fine brass band
in the gallery of the exposition played during the day and
evening, and the decorations of the building were tasty
and extensive. The location of exhibits to insure an aisle
on at least two sides of every space was especially satis-
factory. There was no crowding although several
thousand citizens called to see the display.
All Tuesday night busy forces of experts, in all the
various diversities of railway supplies, were busy in get-
ting their exhibits in shape for the opening day. In spite
of all this a great deal remained to be done at daylight,
and it was not until after noon that the floor assumed a
somewhat settled and systematic appearance. Space was
quite equally taken by the exhibitors in their respective
lines, and man)' of the booths were made attractive with
bunting. There was a decidedly marked tendency how-
ever, this year, toward the practical in the way of decora-
tions. Inasmuch as the display lasts so few hours, the
plan would be a most sensible one to follow in future
years.
In the sessions, attendance was larger than ever before
and the papers attentively listened to, although the differ-
ence in interest was marked between those papers which
had been printed in advance and which members could
hold and follow the reader. The association should
endeavor some way to enforce this perfectly suitable
ruling that all papers must be in hand at least two weeks
in advance of meeting. With a whole year in which to
prepare this is no hardship.
Everything was previously arranged. At the conven-
tion assembly room, several of Mr. Payne's best looking
conductors, in uniform, were ever present to register new
comers and act as guides. In this connection it is proper
to note the remarks, on all sides, complimenting the
polite and gentlemanly conduct which was exhibited on
all the cars, not only toward visitors, but regular patrons.
General regret was expressed that, owing to poor
health, Mrs. Henry C. Payne was unable to give as
much time to the ladies as she would have liked to have
done. She had not been unmindful of their comfort,
however, and all the arrangements which had been so
fully and thoughtfully made, were of her own planning.
It was at her own personal request that the very unusual
and delightful privilege was accorded the visiting ladies
of viewing the beautiful art collections, at the mansions
of Mrs, Allis and Mrs. Metcalf, Miss Jones, a niece of
Mrs, Payne, and a most accomplished young lady, ably
represented Mrs. Payne.
Transportation between hotels and convention building
was admirable. Special cars for the exclusive use of
visitors were run constantly, and a special book of tickets,
good on an)' line in the city, was furnished the guests.
Cars, sweepers and heavy supplies were hauled by the
local committee and delivered at the exposition, and more
than one exhibitor was astonished to find, instead of a
long hunt in a strange place for a sidetracked car of
goods, that it was in his assigned space in the building
all ready to unpack.
The entertainment in rides, both electric and in car-
riages, places of interest to visit and attention on every
hand, abundantly proved the well known hospitality of
Milwaukee and its splendid street railway men, who
spared no effort to make the occasion what it was — an
unqualified success.
(^^tuctV^mWo^j^ykv/
591
Everything was auspicious for a good convention as
the members gathered in the art room of the Exposition,
and indulged in the annual greetings and hand shakes.
But few had met since a year ago and many were the
jokes at some brother who had grown gray or bald.
WEDNESDAY MORNING SESSION.
Promptly at 10:30 the convention was called to order
by President Longtreet, who introduced Mayor Koch,
who welcomed the Association in the following words: —
"Mr. President and Members of the American
Street Railway A.ssociation :
"It affords me great pleasure in meeting you to-daj' in
our city and in our E.xposition building. I welcome you
and extend to you the freedom of the cit}-.
"Gentlemen, you are interested in one of the great
forces of modern times, which builds up large cities, and
gives us the convenience of rapid transit. The street
railway's are great factors in our progress. They relieve
the large cities from being over-crowded, and allow the
spreading of our population over widely extended terri-
tories, thereby giving the people the benefit of fresh
country air in the suburban neighborhoods, which is of
inestimable value to the health and happiness of the popu-
lation of large cities.
'■I hope this meeting will be productive of much good
and have a satisfactory result. I hope also that besides
the practical part of this meeting, you will enjoy your
visit to our city, and that friends here will take good care
of you. Gentlemen, you are welcome."
President Longstreet then replied as follows:
"Mr. Mayor:
"On behalf of the American Street Railway Asso-
ciation I have the honor to thank you for your cordial
welcome, and to assure you in advance that we shall take
away from your beautiful citj* manj- pleasant memories.
We have already been advised of the very liberal arrange-
ments which have been made for our entertainment bj-
the local committee, and I assure you it will be our own
fault if we do not go away with a knowledge of your cit}'
and its institutions only equalled by that of the oldest
inhabitant. We are gathered here in annual session for
a two-fold purpose — to exchange ideas and experiences
with each other and to see the display of goods which we
all have to buy, as made by the companies who manu-
facture them. It was intended that this should be the
most complete exhibition we had ever witnessed, and but
for the special exhibit at the World's Fair which most if
not all our members have had an opportunity to inspect,
and for the unexpected delay in freight delivery, it would
have been much more perfect than it is, but such as it is
we invite you Mr. Mayor and those you represent — the
entire population of this goodly city to examine it with us.
" Should the crowd get so large that we cannot see the
goods ourselves then we shall be obliged to limit the
admission by ticket, but if the public will call when the
members are in business session I think there will be no
difficulty in accommodating all who wish to come."
PRESIDENT LONGSTREET'S ADDRESS.
entlemen of the Conven-
tion : —
I wish to express my grati-
tude for the honor conferred
upon me a year ago by my
election to the highest office
within your gift, and my deep
regret that circumstances, en-
tirely unexpected, and over
which I have seemingly had little or no control, have con-
fined me in a part of the country far removed from the
center of our business interests, and so much of my time
has been necessarily devoted to other business interests,
of a personal nature and of vital importance to me, that
I do not feel that I am fully in touch with the affairs that
have brought us together, at the close of one of the most
eventful years in our history, as as organization.
This has been a busy year in the great work of con-
solidation, re-organization and active progression; the
financial cloud, which has hung so threateningly for so
manv months over every industry in our land, has had
its retarding effect upon our particular industry, but per-
haps it has affected our business in a lesser degree than
any other branch of business employing so large a capital.
The hundreds of millions of dollars interested in urban
and suburban transportation will always be a safe invest-
ment; if, in our enthusiasm, we have sometimes over dis-
counted the future, we have only to wait a little longer
period for the dividends which are sure to come.
Financial panics, through which we are now passing,
are of irregular occurrence, yet they are sure to reappear,
affecting receipts and making economies of management
a subject of deep study.
In my experience, covering a period of nearly thirty
years, I have found it better to keep up the quality of
service at such times, even at the expense of dividends
for the time being; the public, by a more liberal patron-
age, will eventually more than make up the loss which
would follow on the heels of a reduced and debased ser-
vice; the faithful employe and the road bed and equip-
should be the last to suffer.
Economies should begin in other directions, in the pur-
chase of supplies, in better methods of work, and in
improved appliances, aiming always for the best service,
at the least possible cost; and that, gentlemen, is the fun-
damental principle of the prime reason for our organiza-
tion; and that is why, in just such times as we are now
passinc- through, we should see if some plan cannot be
devised which will increase the usefulness of our associa-
tion.
One such plan was proposed by me a year ago and
was referred to the executive committee. After a care-
ful consideration of the matter, the committee decided to
give an object lesson of that plan at this time, and there-
fore arrange for an exhibition on a grand scale, of all the
appliances used in our business.
While the usual financial stringency and the special
r)92
(pJmAj^aAWwfU^ieM/'
exhibit at the World's Fair have served to detract very
much from the completeness which we had hoped for this
exhibition, yet it will be sufficient as an indication as to
what might be expected from a continuous exhibition of
this kind.
The statistics of our business, which a dozen years ago'
looked so large, are dwarfed into absolute insignificance
by the figures of to-day, and yet the work has only just
begun; very much more progress will be made in the
next decade than has been made in the last, and there-
fore an active struggle to get the best resuUs and to keep
thovoughly " up to date" in all the details of construction,
equipment and management will be worth more to our
interests than can be foretold.
The papers to be read and discussed at this meeting
will be enumerated in the report of the executive com-
mittee which is to follow, and I am sure they will be
interesting and instructive. It is hoped the delegates will
enter fully into these discussions so as to bring out all the
ideas which belong to the subject.
Not of the least importance at these annual gatherings
is the social intercourse and friendly interchange of
information and ideas, not only on the floor of the con-
vention but in the exhibit rooms, at hotels and wherever
members may meet.
Intelligent men, in the same line of business, coming
together from all parts of a vast country, such as is
covered by our membership, cannot but be of aid to each
other in establishing principles which should govern the
conduct of our business.
This feature will grow with each succeeding conven-
tion; new and energetic blood is being yearly infused into
our meetings, and as it meets with the sturdy pioneer,
each will rub off the other something they will take home
to think about, and to their mutual benefit.
Without trespassing further upon your time I commend
the business of the convention to your hands with full
confidence that the discussions will be full and complete
and that the results will be satisfactory and beneficial to
every delegate present at this twelfth annual convention.
Thanking you, gendemen, for your kind attention and
giving you each a hearty welcome and a God speed, we
will now proceed with the regular order — the report of
the executive committee. (Applause.)
EXECUTIVE COMMITTEE REPORT.
Milwaukee, October iS, 1893.
THE American Street Railway
Association.
Gentlemen :
Your executive committee re-
spectfully submits the followintr
report :
MEMBERSHIP.
At the opening of the meeting
in the city of Cleveland there were
204 companies members of the Association.
At that meeting, and during the year, the following
companies have joined:
Alexandria, Va. Washington, Alexandria & Mount Vernon Railway
Company.
Bay City, Micii. Bay Cities Consolidated Railway Company.
Chattanooga, Tenn. Chattanooga Electric Railway Company.
Chicago, III. Calumet Electric Street Railway Company.
Great Falls, Mont. Great Falls Street Railway Company.
Hazelton, Pa. Lehigh Traction Company.
Ironton, Mich. Twin City General Electric Company.
Norriston, Pa. Norristown, Bridgeport & Conshohocken Traction
Company.
Philadelphia, Pa. Hestonville, Mantua & Fairmount Passenger Rail-
way Company.
Racine, Wis. Belle City Street Railway Company.
Roanoke, Va. Roanoke Street Railway Company.
Wilmington, N C. Wilmington Street Rail Road Company.
Worcester, Mass. Worcester, Leicester & Spencer Street Railway
Company.
The following changes in the names of members have
taken place :
Cleveland, O. Cleveland City Railway Company in place of Cleve-
land City Cable Railway Company and Woodland Avenue & West
Side Street Rail Road Company.
Des Moines, la, Des Moines City Railway Company in place of Des
Moines Street Rail Road Company.
Dover, N. H. Consolidated Light & Power Company in place of
Union Street Railway Company.
Long Island City. N. Y. Steinway Railway Company in place of
Steinwav & Hunter's Point Railway Company,
Mobile, Ala. Mobile Street Rail Road Company in place of Mobile
Street Railway Company
Ottawa, Ont. Ottawa Electric Railway Company in place of Ottawa
City Passenger Railway Company.
Pittsburgh, Pa. Pittsburgh & Manchester Traction Company in
place of Pittsburgh, Allegheny & Manchester Traction Company.
Reading, Pa. Reading Traction Company in place of Reading City
Passenger Railway Company.
Springfield, III. Springfield Consolidated Railway Company in place
of Springfield City Railway Company.
Springfield, O. Springfield RailwM' Company in place of Spring-
field Electric Railway Company.
St. Louis, Mo. Southern Electric Railway Company in place of
Southern Railway Company.
.Syracuse, N. Y. Syracuse Street Rail Road Company in place of
Syracuse Consolidated S.treet Railway Company.
Waterbury Conn. Waterbury Traction Company in place of Water-
bury Horse Rail Road Company.
West Haven, Conn. Winchester Avenue Rail Road Company in
place of New Haven & West Haven Horse Rail Road Company.
The following changes of names of companies by sub-
stitution, the new companies succeeding the old, have
taken place :
Canton, O Canton-Massilon Electrie Railway Company in place of
Canton Street Railway Company.
Cleveland, O. Cleveland Electric Rail Road Company in place of
Brooklyn Street Rail Road Company, Broadway & Newburgh Rail
Road Company and East Cleveland Rail Road Company.
Fort Wayne, Ind. Fort Wayne Electric Railway Company in place
of Fort Wayne Street Rail Road Company.
Minneapolis and St. Paul, Minn. Twin City Rapid Transit Company
in place of Minneapolis Street Railway Company & St. Paul City
Railway Company.
Portland, Ore. Portland Consolidated Street Railway Company in
place of Metropolitan Street Railway Company.
Scranton, Pa. Scranton Traction Company in place of Scranton
Street Railway Company.
The tendency of the times is still towards consolidation
in the street railway business, as in every other.
The following companies, now being controlled and
operated by member companies, have therefore with-
drawn :
(^tieet?(aiWayj\eyiW
593
Boston, Mass. Boston A: Revere Electric Street Railway Company
by Lynn & Boston Rail Road Company.
Cincinnati, O. Mt. Adams \: Eden Park Incline Railway Company
by Cincinnati Street Railway Company.
New York, N. V. Broadway & Seventh Avenue Rail Road Company.
Central Park, North & East River Rail Road Company, Forty second
Street & Grand Street Ferry Rail Road Company and Twenty-third
Street Railway Company by Houston, West Street & Pavonia Ferry
Railway Company.
PhiLadelphia, Pa. Second & Third Streets Passenger Railway Com-
pany by Frankford & Southvvark Passenger Railway Company.
Salem, Mass. Naumkeag Street Railway Company by Lynn &
Boston Rail Road Company.
The following companies have also withdrawn:
Asbeville, N. C Asheville Street Railway Company.
Attleboro, Mass. Attleboro, North Attleboro & Wrentham Street
Railway Company.
New Orleans, La. Canal & Claiborne Rail Road Company.
Sioux City, la. Sioux City Street Railway Company.
As the result of these changes, there are now 197
members.
MINUTES OF SPECIAL MEETING OF THE COMMITTEE.
The time of the last annual meeting was so fully occu-
pied that it was impossible for the e.xecutive committee
to meet during the session. A special meeting of the
committee was held in the city of Milwaukee on Wednes-
day, December 7th, 1892, the minutes of which are as
follows:
Minutes of special meeting of the execctive committee,
held in the club room of the Plankinton hotel, Milwau-
kee, Wednesday, December 7, 1892, at 3 o'clock p. m.
There were present the president and Messrs. Bean,
Minary, Chapman, Charlton, Thomas H. McLean, rep-
resenting John D. Crimmins, and upon invitation, H. C.
Payne, vice president and manager of the Milwaukee
Street Railway Company.
Letters of regret were received from Messrs. Everett,
Hurt and Holmes.
Mr. Bean moved that the Plankinton hotel be selected
as the headquarters of the association for the next con-
vention, provided suitable arrangements can be made for
the meetings of the executive committee and the ban-
quet. Carried.
Mr. Minary moved that we secure the Exposition
building on the terms offered, namely, two thousand
dollars for two weeks rent, and that the business meet-
ings be held in the assembly hall of the Exposition build-
ing. Carried.
Mr. Bean moved that Mr. Payne be requested to
ascertain from all the hotels the number of rooms and the
prices per day therefor, that they will reserve for one
week previous to the meeting, for delegates in attend-
ance at the next convention. Carried.
On motion of the President, the following resolution
was unanimously adopted :
Whereas it is evident to this committee that the best
interests of the Association would be served by a less
abundant supply of wines at the annual banquets, there-
fore, be it
Resolved, that this committee especially requests
those who will have charge of the banquet preparations
to limit the supply of wines to be used.
Mr. Bean moved that the price to be charged exhibi-
tors at the Exposition be made at the rate of 10 cents a
square foot, and not less than one hundred feet be allotted
to any e.xhibitor, nor more than two thousand feet, except
by special arrangement with the Secretary. That the
notices to be sent to manufacturers and inventors shall
state that arrangements may be made for power at cost, so
that if power is desired, the extent may be made known
in the application, also, that special arrangements may be
made for a limited number of exhibits in the booths now
on the floor. Carried.
The following subjects were chosen on which special
reports should be prepared: "Storage Batteries in Con-
nection with Central Stations for Utilizing Surplus
Energy for Lighting or Power." " Direct Driven Gene-
rators." " Best Method of Lighting and Heating Street
Railway Cars."
On motion, O. T. Crosby, Charles W. Wason, L. H.
Mclntire, Thomas H. McLean and C. G. Goodrich were
appointed the Committee on Standards for Electric
Street Railways.
The Secretary submitted a map of the United States,
on which was plotted the street railway companies,
members of the Association being in blue and non-mem-
bers in red.
It having been referred to the Committee to consider
the feasibilit}' of the formation of an Industrial Institute
under the auspices and control or this Association, the
Secretary submitted the following proposed act of incor-
poration of the American Street Railway Institute:
AN ACT TO INCORPORATE.
THE AMERICAN .STREET R.\ILW.\V INSTITUTE.
-, represented in
The people of the state of
senate and assembly, do'~enact as follows: —
Section i. D. F. Longstreet, A. Everett, Joel Hurt,
W. Worth Bian, William J. Richardson, John G.
Holmes, John D. Crimmins, Thomas J. Minary, J. R.
Chapman and Benjamin E. Charlton, at the present time
the officers and executive committee of the American
Street Railway Association, and such persons as may
hereafter become officers and members of the e.xecutive
committee of the American Street Railway Association,
only, however, while connected officially with any street
railway company that is a member of the American Street
Railway Association, are hereby created a body corpo-
rate, by the name of the American Street Railway Insti-
tute, to be located in the city of , for the purpose of
establishing and maintaining in said city a permanent col-
lection and exhibition of street railway supplies and
manufactures, and of encouraging, developing and dis-
seminating experimental, statistical and scientific knowl-
edge, relating to the construction, equipment and opera-
lion of street railways, for the purpose of increasing the
accommodation and comfort of the traveling public by
improving the service and reducing its cost.
Section 2. Said corporation shall have power to make
and adopt a Constitution and By-Laws, and to make rules
594
(plM£i^{a^^
and regulations for the admission, suspension and expul-
sion of its members, and their government, the number
and election of its ofiicers, and to define their duties, and
for the safe keeping of its property, and from time to
time to alter and modify such Constitution, By-Laws,
Rules and Regulations. Until an election shall be held
pursuant to such Constitution and By-Laws, the persons
named in the first section of this Act shall be and are
hereby declared to be the trustees and managers of said
corporation and its property.
Section 3. Such corporation may purchase and hold,
or have any real and personal estate necessar}^ and proper
for the purposes of its incorporation, provided they shall
not hold real estate which shall exceed one million dollars
in value.
Section 4. Said corporation shall possess the general
powers, and be subject to the restrictions and liabilities
prescribed in Title -, Chapter -, Part -, of the Revised
Statutes.
Section 5. This Article shall take effect immediately.
CONSTITUTION.
ARTICLE I.
This corporation shall be styled The American Street Railway
Institute.
ARTICLE II.
The several persons named in the Charter and sucli others as mav be
added to their number, shall be the trustees to manage the offices,
property and business ot' the corporation.
ARTICLE III.
The trustees shall meet annuall}- on the third Wednesday in October,
at the same place at which the regular annual meeting of the American
Street Railway Association is held, and elect the officers and committees
for the ensuing year. They shall also meet at any other time to transact
special business, on a call of the secretary, who shall issue such call when-
ever requested so to do, in writing, by five trustees, or by the president,
and give written notice to each trustee of such special meeting and of the
object thereof, at least ten days before the meeting is held. A majority
of the trustees for the time being shall constitute a quorum for the trans-
action of business, but five trustees may adjourn and transact current
business, subject to the subsequent approval of a meeting at which a
quorum shall be present.
ARTICLE IV.
Section i. The officers of said corporation shall be a president, a \ ice-
president, a secretary and treasurer, all to be elected from the trustees.
The offices of secretary and treasurer may be held by one and the same
person. These officers shall be elected by ballot, and the persons having
a majority of the votes cast sliall be deemed duly elected. They shall
hold their offices one year, or until their successors shall be elected and
qualified
Section 2. The board of trustees shall appoint each year, in such
manner as it may direct, tlie following standing committees. These
committees are all to be elected from the trustees, and the members
shall hold office for one year, or until their successors shall be elected
and qualified. The board of trustees shall also have authority to appoint
sucli other committees or officers as they may at any time deem desir-
able, and to delegate 10 tliem such powei's as may be necessaiy.
ARTICLE V.
Section i. The president shall have a general supervision and direc-
tion over the affjirs of the corporation, and shall preside at all the meet-
ings of the Institute and of the trustees. In his ab-ience or inability to
act, the vice president shall act in his place. The president shall be a
member ex officio of all standing committees. He sliall be paid such
salary as sliall be fixed by tlie executive committee,
Section 2. The secretary shall be present, unless otherwise ordered
by the board of trustees, at all the meetings of the Institute and trustees
and committees. He shall keep a careful record of the proceedings of
such tnaetings, shall preserve the seal, articles and correspondence of
the Institute, shall issue notices for all meetings of the trustees and
various committees, and perform such other duties as the board and
president may direct. He shall be paid such salary as shall be deter-
mined by the executive committee.
Section 3 The treasurer shall receive and disburse the funds of the
Institute. He shall make a full report in writing at each annual meeting
of the trustees, showing the receipts and disbursements, the balance of
money on hand and the oufstanding obligations of the Institute, as far as
practicable, with such suggestions as to the financial management of the
Institute as he may deem proper.
Section 4 The accounts of the Institute shall be kept at the general
office, in books belonging to it, which shall at all times be open to the
inspection of the trustees. He shall give such bonds for the faithful per-
formance of his duties as the board may direct. He shall be paid a
salary, to be fi.xed by the executive committee.
ARTICLE VI.
The executive committee shall consist of nine, including the president,
vice-president and treasurer. The other six members of the committee,
elected in October, 1S93, sliall forthwith draw lots for one, two and three
years respectively, and the terms for which those drawing the two and
three years respectively were elected, are hereby extended to cover those
periods, and, hereafter, at each annual election, two members of the exe-
cutive committee shall be elected to serve for three years. They shall
have the control and regulation of the exhibits, library and other pro-
perty of the Institute, and shall have power to purchase, sell and
exchange the exhibits and books that are the property of the Institute,
and direct the arrangement of all exhibits, to employ agents, to regulate
the manner and terms of exhibiting the Institute to the public, and gene-
rally to carry out in detail the directions of the trustees, but the execu-
tive committee shall not incur any expense or liability for the Institute
for any purpose exceeding the am:>unt received, as herein provided.
Five members of the committee shall constitute a quorum for the trans-
action of business.
ARTICLE VII.
The auditing committee shall consist of three trustees. It shall be
their duty to examine and certify all bills presented against the corpora-
tion, and no bills shall be paid unless first approved by the president, or
the chairman of the executive committee in writing. They shall also
have the books of the Institute duly audited at least once in six months,
by an authorized public accountant, to be selected by them.
ARTICLE VIII.
The finance committee shall consist of four, including the treasurer.
It shall be their duty to take charge of, and invest the funds of the Insti-
tute in its name, and to take all proper measures to provide for its sup-
port, and they shall have the sole custody of the securities belonging to
the invested funds of the Institute, subject to the order of the board of
trustees.
ARTICLE IX.
The nominating committee shall be composed of three, to whom shall
be first submitted the name of any person other than hereinbefore pro-
vided, who. desires to become a member of the Institute. The committee
shall report on such candidates from time to time, as they may deem to
be for the interest of the Institute, and upon their unanimous recom-
mendation, and the payment of the sum as herein provided, they shal
become members.
ARTICLE X.
By-laws may from time to time be made by the trustees, providing for
the care and management of the property of the corporation, and for the
government of its affair.s, and may be amended at any meeting of the
trustees by a vote of a majority of those present, after a month's notice
in writing of such proposed amendment.
ARTICLE XL
The contribution or subscription of 1 1,000 or more to the funds of the
Institute, at any one time, shall entitle the person giving the sum to be
a Patron of the Institute, who shall have the right in perpetuity to
appoint the successor in such patronship.
The contribution or subscription of $500, at one time, shall entitle the
person giving the same to be a Fellow, who shall have the right to
appoint one successor in such fellowship.
^»ti£ctil\aiWayj^A^^
595
No appointment of a successor shall be valid unless the same shall be
in writing, endorsed on the certificate or by the last will and testament.
The contribution of $100, at one time, shall entitle the person giving
the same to be a life member.
Any person may be elected by the trustees to any of the above degrees
who shall have given to the Institute books or property, which shall
have been accepted by the executive committee, or by the president, to
the value of twice the amount in money requisite to his admission to
the same degree, and the president and secretary shall issue diplomas
accordingly, under the seal of the Institute.
The trustees may also elect honorary fellows of the Institute in their
discretion.
ARTICLE XII.
No alterations shall be made in this constitution unless at an annual
meeting of the trustees, or at a special meeting called for this purpose
nor by the votes of less than a majority of all the trustees, nor without
notice in writing of the proposed alteration, embodying the amendment
proposed to be made, having been given at the preceding annual meeting.
BY-LAWS.
Patrons, fellows, or their successors, and life members are each entitled
to the payment annually of such a rate of interest on their subscriptions
as shall be determined by the board of trustees, so long as said patron-
ship, fellowship or life membership shall be in force.
Any trustee who shall fail to attend two consecutive annual meetings
shall cease to be a trustee, unless excused by the board.
Any vacancies occurring in the membership of tlie several committees
during the interval between the annual meetings of the board of trustees
may be tilled by the executive committee.
All bequests or legacies not especially designated, stiall hereafter be
applied to the permanent endowment fund, the interest only of which
shall be applied to the use of the Instifuie, as the board shall direct.
After an exhaustive discussion, Mr. McLean moved
that the matter be referred to the secretary for elabora-
tion, that type-written copies be submitted to the mem-
bers of the executive committee for their special consid-
eration at a meeting of the committee to be called by the
president. Carried.
The motion of Mr. McLean, the appointment of a
statistical clerk, was postponed to the next meeting.
On motion, Mr. .\. J. Bettis was appointed the com-
mittee on standard form for street railway accounts.
W. J. Richardson, Secretary.
SPECIAL REPORTS.
The subjects for special reports covering, as they do,
a wide range of electrical knowledge and investigation
were at once assigned to committees. We anticipate a
valuable acquisition to our fund of information concern-
ing electricity, that will help us to a fuller knowledge and
better operation of our business, by reason of a greater
and more intimate knowledge of electricity in actual as
well as its possible future development. The same diffi-
culty as heretofore, in getting the reports in time to have
advance copies prepared and distributed before the meet-
ing, was e.vperienced this year.
•MILWAUKEE EXPOSITION.
The committee has made ample provision for tlie
exhibition of street railway supplies. Not only is the
accommodation greater than ever before, thus obviating
the crowding that has been experienced at former meet-
ings, but as the convention is held under the same roof,
delegates will have a much better opportunity and more
time for the examination of the goods and inventions dis-
played. But for the World's Fair at Chicago, the e.xpo-
sition would have filled every available foot of space in
the building.
INDUSTRIAL INSTITUTE.
This year has not been one in which to Boat new enter-
prises, and hence while the committee has had under con-
sideration, more or less, the subject of the formation of
an industrial institute, we beUeve the time has not yet
arrived to do more than commend to all the serious
consideration of this important question. We therefore
request that the subject be continued with the committee
for another year. In this connection, we might refer to
the exposition in this building as suggesting in a small
way what a permanent Exposition would be, only in the
display of the manufactured articles for the street railway
business.
STREET RAILWAY LAW.
Judicial decisions and opinions have deen issued during
the year and constitute parts of volumes IX and X, of
Street Railway Law, as follows:
1892.
November — Hudson River Telephone Company
against Watervliet Turnpike & Railroad Company.
December — Mary Cremer, Administratrix, vs. West
End Street Railway Company.
1893.
January^Timothy Mahoney vs. Detroit City Railway
Company.
February — Robert Winler vs. Federal Street & P. V.
Passenger Railway Company.
March — Martin Seymour vs. Citizens' Railway Com-
pany.
April — George Smith vs. Reading City Passenger
Railway Company.
May — Martha C. Holmes vs. Allegheny Traction
Company.
June — City of Cincinnati vs. Cincinnati Street Railway
Company.
July — William H. Owens vs. Peoples' Passenger Rail-
way Company.
August — -Harry Benson vs. Baltimore Traction Com-
pany.
September — William Liddicoat vs. North Birmingham
Street Railway Companj.
October — Ernest V. Appleby vs. St. Paul City Rail-
way Company.
THE world's K.MR.
We may well feel proud of the display of street railway
appliances that has been made at the World's Columbian
Exposition at Chicago. We congratulate the inventors,
manufacturers and all others who contributed to the sue-
596
^tMidrJ^iyb^^
cess of the street railway part of the Exposition, in both
the Transportation and Electricity buildings.
The World's Columbian Exposition committee of this
association did all it could to make the exhibition, in so
far as our industr}^ is concerned, a creditable one.
Finally, we congratulate the Exposition authorities on
their success in having given to the world, and especially
to these United States, the greatest fair the world has
ever seen.
REDUCED FARES.
The nearness of Milwaukee to Chicago has precluded
us from obtaining any other than World's Fair rates,
with the exception of those living in the territory of the
Western Passenger Association. As this is the first
time the courtesy of a fare and a third has been extended
to this association, by the Western Passenger Associa-
tion, we desire to return our thanks for the consideration
and bespeak for future meetings the extension of a simi-
lar favor.
Respectfully submitted,
D. F. LONGSTREET.
W. J. Richardson,
T. J. MiNARY,
Joel Hunt.
W. W. Bean.
Milwaukee, Wis., October iS, 1S93.
The report also including suitable and touching refer-
ence of the death, during the past year of officers of
members companies.
These officials were: — James W. Hyatt, of Norwalk,
O.; Geo. D, Capen, of St. Louis; Edward D. Denniston,
of St. Louis.
SUMMARY OF TREASURER'S REPORT.
RECEIPTS.
Balance _. $i)524 77
Annual Dues, 163 Companies 41O75 00
Admission Fees... _ 200 00
Banquet Tickets, Eleventh Banquet _ 725 00
Space in Exposition Building I1O15 00
American Street Railway Decisions, 4 Vols 20 00
Return Insurance Premium 400
Loan , 1,200 00
Total, $8,763 77
EXl'EXSES.
Secretary and Treasurer's Salary. $i^-j^cj 96
Eleventh Annual Banquet 1,500 oo
Steel Engravings of Presidents 571 65
Expenses, Eleventh and Twelfth Annual Meetings 35S 47
Executive Committee Meeting, Traveling Expenses 356 25
Preparation of Special Reports , ^00 00
Rent of Office 300 00
Exposition Expenses 30S 70
Advance Reports ^ ,.- 289 00
Postage 249 00
Office Furniture 235 94
Printing Street Railway Law 96 00
Miscellaneous Printing 73 73
Miscellaneous Expenses 71 76
On Account of Publishing Report 55 00
Royalty on American Sti'eet Railway Decisions... 26 00
Total, $6,541 48
Balance in Bank, 2,222 29
Total, $8,763 77
REPORT OF THE COMMITTEE ON POWER HOUSE
ENGINES.
To THE American Street Railway Association.
Gentlemen: — Your Committee on Power House Engines respect-
fully report:
The subject of power house engines for electric railways embraces
one of the most important and interesting subjects that street railway
companies have to consider in the equip-
ment of a power plant.
The subject represents the vital part of
a street railway ; as the heart forces the life
current through the arteries of the body,
and an impairment, or weakness of this
vital organ, will produce impaired health,
so also is the power house engine the vital
^^ w *'^3!^Eh part of the street railway, as it produces
■^^Bjfc^ "^p / the power that creates and forces the elec-
^mJmt /'^^^^ J^^ ^*^*" current through the arteries (the trolley
^iKjf y / ■ wire) of the electric railway, and, like the
^ lieart, if tiie engine regulates badly, it pro-
duces a bad circulation of varied potential,
which impairs the service of the road.
The variety of opinion as to the best kind
of an engine for street railway power, makes the subject a difficult one
on which to reach a conclusion that would not be criticised, and your
committee will therefore endeavor to treat the subject impartially, and
in such a manner as will result beneficially to the association. The
most essential points to be considered are as follows:
First: Perfect regulation.
Second : Highest economy.
Third: Greatest durability.
Fourth : Division of power into units.
PERFECT REGULATION.
Good service and uniform speed of cars can only be maititained by a
constant, unvarying potential, and in order to do this the engine must regu-
late practically perfect, so that there will be no variation of speed as the
load varies. The varying power required on an electric railway is unques-
tionably considerable, caused by cars constantly stopping and starting,
going up and down grade, rounding curves, using resistance in order to
run slow through crowded streets (which necessarily increases the load)
and in order to have perfect service and uniform speed of cars, the
engine must be constructed so as to maintain a consta it and uniform
speed under any variation of load. This variation of lond amounts to a
very considerable fraction of the whole maximum load; in small plants
it may read 95 per cent of the maximum, and in large plants is fre-
quently 50 per cent.
If the speed of the engine decreases when a heavy load comes on, the
potential is reduced, which consequently reduces the speed of the cars,
heats the car armatures, and creates an extra strain upon the machinery,
which of course means an increase in the consumption of fuel, and in
various other ways produces imperfect and expensive service. If the
speed of the engine increases when the load diminishes, it consequently
increases the voltage or potential, which is liable to result disastrously to
the generators and car motors. Moreover, if the engine regulates badly
and the load diminishes suddenly, the engine is liable to *' race," wh-ch is
nearly always attended with more or less disastrous results.
The governor, or regulator, to be mechanically perfect should be
made of the best material and workmanship, and should be so con-
structed as to control the engine under any variation of load, with a
variation of speed not to exceed two per cent. An engine that will regu-
late within two per cent is practically perfect for street railway work,
though there are engines on the market that, on electric railroad service,
can be held to one per cent deviation from the mean speed. The
governor should be constructed so as to be easy of access to all of its
parts, and capable of being oiled while the engine is running. Particu-
lar attention should be given to the construction of the governor to see
that there are no weak parts, and it sliould be so constructed as to make
it the least intricate and complicated. The range of cut off must also be
larger than in engines for less variable load This cut off should be
easily regulated between the limits of j^^j and I'^y of the stroke.
The severe conditions of high speed and sudden and extreme varia-
tions of load, make it especially important that the engine have the best
possible construction, with extra weight in the fly wheel and bed plate,
and that the foundation be more than usually substantial.
One of the most important features to be observed, in order to main-
tain perfect regulation, is to place the engine in the hands of a compe-
^otic<d^j\aUAVay-9^yl£^
597
tent engineer, who is capable of adjusting and keeping tiie engine in
good running order; a good engine or piece of machinery, placed in the
hands of an incompetent person, will never give good service or eco-
nomical results, and, no doubt, a large number of cases where engines
do not give good service, the expense of maintenance high, and perhaps
a large number of the frequent casualties, are attributable to incompe-
tent, careless or negligent engineers.
HIGHEST ECONOMY.
The matter of economy has been exhaustively discussed from a scienti-
fic standpoint in the various periodicals, as well as before the learned
societies, and your committee teel inadequate to the task of presenting a
report that will not be a repetition of the records on the subject. The
committee will, therefore, not undertake to deal with the subject in an
elaborate and scientific manner, but will endeavor to give a few practi-
cal hints that will be of interest to the association.
The economy of an engine is dependent, to a great extent, on the other
parts ^f the power plant, and it will therefore be proper to discuss the
matter in all of its phases, even though it may be a slight digression from
the subject proper, as economy is the most important factor in the opera-
tion of a power plant.
In order to obtain the highest economy in the operation of an engine,
it is necessary to have the engine properly adjusted to its load. It is a
fixed principle that the highest engine efficiency results in working the
engine constantly, at its maximum rated capacity; underloading and
overloading are each, therefore, undersirable, though the compound con-
densing engines of the largest stations will stand underloading better
than the simple high speed engine, and both classes ot engine will stand
underloading better than overloading; there should then be ample power
both in boilers and engines to obviate excessive overloading as well as to
provide for contingent break downs or needed repairs. Whatever the
style, or type of engine adopted, it should be kept scrupulously in the
best possible working condition. The packing should be kept intact
valves free of leaks, cylinder perfectly smooth and true in diameter, so
that there will be no loss of live steam. The cylinders and bearings
should be kept well lubricated, and one of the most important factors is
to have the steam enter the engine at a steady pressure at all times, as
good service cannot be obtained when a steady steam pressure is not
maintained. Careful attention should be given to the setting of the
valves, so thai the cut off will be the same at both ends of the cylinder.
The engines should be set in the closest proximity to the boiler so as to
require the least amount of steam pipe, as the longer the steam pipe the
greater is the loss by condensation. The steam pipe should be covered
with one of the best non-conducting materials, of which there are sev-
eral on the market, so as to reduce to the minimum the loss by conduc-
tion, radiation and consequent condensation. Flexible joints should be
used to prevent leaks at the joints from expansion and contraction. It
should be born in mind that wherever there is a leak of steam there is a
loss of dollars and cents.
We are so accustomed to consider the reciprocating engine as the only
steam motor within our reach that it is not surprising that a new form
of steam motor should have quietly been developed without our notice.
The Committee refers to the steam turbine, one form of which, the
Parson's steam turbine, his recently been subjected to vigorous and
searching trials and tests by Prof. A. D. Kennedy, of London, England,
who has developed power at the rate of 20^5 pounds of water per elec-
trical horse power per hour, in a turbine using steam at 97 pounds per
square inch, and making 4,600 revolutions per minute, the turbine hav-
ing a capacity of about 165 horse power. The small size of this motor,
absence of reciprocal motion and consequent independence of heavy
foundation, high speed of rotation, and consequent availability for gear-
ing direct to generator; simplicity of construction and consequent low
cost, and its very high efficiency as a motor, all tend to make this a
strong rival to the reciprocating engine as a steam motor for electric
power and light stations.
The next point to consider is the boiler room, where the steam is gen-
erated. Engines may bs of the very best type, and, together with the
steam pipe, may be in perfect condition, but unless the boiler room
receives the proper attention, there will be dollars lost where cents are
saved ill the engine room. The design and proper construction of the
boiler plant is quite essential to economy as is the case with the engine.
The boiler plant should have ample capacity, as there are few cases
when the draft and setting are so excellent as to allow heavy forcing
without a serious loss of economy. A raising of the evaporation from
6^ lo 7 pounds of water, per pound of coal, represents the saving of
about 7 per cent, of the coal bill, which would warrant the incurrence
of an expenditure for improvements equal to one whole year's coal hill.
The boilers should be equipped with good boiler cleaners, and should be
inspected regularly and kept free of scale; the flues should be kept clear,
and boiler walls intact; with the boilers in proper condition, and with
proper draft, the very best results should be obtained, but in order to do
this the boiler room must be in charge of a competent man.
Fuel is one of the largest items of expense attached to a power house,
and the waste of fuel by incompetent firemen is one of the greatest leaks
attached to the operating expenses; it is a safe proposition to state that
an incompetent fireman will waste enough fuel in a year to assist very
materially in paying a dividend. Simply the act of pitching a shovel of
coal does not qualify a man as a fireman, it requires skill and intelli-
gence; there is a natural disposition among the laboring classes to
endeavor to do their work with the least amount of labor, and, as a rule,
the fireman will fill his furnace half full of coal at one time, give it a stir
with a poker, and then sit down to rest until time to fill it up again
instead of firing frequently, maintaining a light fire, and scattering each
shovel of coal evenly over the grate bars, by which the maximum
amount of heat can be obtained from the least amount of coal. A good
plan to encourage economy on the part of the fireman is to pay him a
coal premium at the end of each month, basing the amount of the
premium paid on the average number of bushels of coal consumed each
day during the month for a certain number of cars run. This plan was
adopted by the chairman of this committee about two years ago, with
very satisfactory results. The limit on the average number of bushels
consumed per day, to secure the premium, was placed at a point that
required skill and economy on the part of the fireman to keep within the
limit. During the past two years they have succeeded in obtaining the
premium about one half of the time.
Careful firing is a good smoke preventative. No matter if the draft is
good, and the best quality of bituminous coal is used, unless the coal
enters the fire box in the proper manner, there will be more or less black
smoke issue from the stack, representing a lack of combustion and waste
of fuel. Careful firing preserves the boiler and saves coal, gives a steady
steam pressure, which secures an economical point of cut oft" and steam
economy, from a proper expansion in the cylinder. When the plant is
of such size as to require more than two firemen, it will always be good
economy to employ mechanical stokers; aside from their saving in labor
account, they economize fuel, insure uniformity of steaming, prevent the
chilling and straining of crown sheets by inrushes of cold air through
the fire doors, and prevent smoke, that is, if properly chosen, constructed
and operated.
The use of oil as fuel in place of coal is a live question with power
and light station engineers and managers. Actual trial of oil, keeping
accurate records of costs and results, will be the only absolute answer to
the important question: " Does it pay .' " But as an oil installation is
somewhat costly as an experiment, it is best to secure as full outside
evidence as possible on the question as to its probable economy. Fortu-
nately, several accurate comparisons have been made with sufficient care
and accuracy to make them valuable witnesses. Probably the most
complete evidence of this kind comes from a recent and exhaus-
tive test of the power plant of the Twin City Rapid Transit
Company, of Minneapolis and St. Paul, Minnesota, made by
Messrs. Wm. A. Pike, of Minneapolis, and T. W. Hugo of
Duluth, Wisconsin. On the comparative value of the two fuels, coal
and oil, this test showed that with ordinary Lima oil, weighing 65*5
pounds per gallon, and costing 2^ cents per gallon, and coal that gave
an evaporation of 7^ pounds of water per pound of coal, the two fuels
were equally economical when the price of coal was $3.85 per ton of
2,000 pounds With the same coal at $2 per ton, the coal was 37 per
cent more economical, and with the coal at $4.85 per ton, the coal was
20 per cent more expensive than the oil. These results include the dif-
ference in the cost of handling the coal, ashes and oil. The oil used
gave the following as the result of five chemical analyses:
Hydrogen, 1303 per cent.
Carbon, 82. 38 per cent.
Evaporation, :;o.63 pounds water from and at 212"' Fahr per pound of
oil.
The average steam plant is not run at anything like a minimum
expense. Sj long as the cars keep running little attention is paid to the
efficiency and economy of the power plant. The obvious and intelligent
way to get the most work out of a steam plant at the least expenditure, is
to ascertain first how the total expenditure chargeable to power per unit of
production compares with other street railroads; of course, in making a
comparison of this kind, the difference between the surrounding condi-
tions of each plant should be considered. After making the compari-
son, if the plant is not running as economically as other plants, then such
tests and investigations should be made as will ascertain separately the
598
<^ked/li\adw'xiv9^ylcv/
conditions of the boilers and engines. To do this it will be necessary to
furnish the station engineer with full facilities for testing and maintain-
ing records of each part of the station plant and operation, it being pre-
sumed that only an engineer competent to carry out such tests and
records will be placed in charge ol the plant. The keeping of any other
is an unnecessary evil. If you find the plant is deficient in any part do
not adopt hap-hazard the first idea that suggests itself for its improve-
ment, but study out the cause of the trouble. If the boilers are ineffi-
cient it may be because tlie rate of combustion is too high or too low for
the amount of heating surface, a faulty setting, a poor heater, or none a*
all, a wasteful fireman, or any one or more of a dozen different causes;
the engine may be of ineflfirient type, underloaded, overloaded, badly set
or leaking. Find the trouble and then go systematically to work and
remedy it. The standard of maximum efiiciency attainable should be
ascertained with each portion of the plant and each part brought up to
that standard. With modern appliances and fairly well constructed
plants a total station efficiency of 70 per cent should be set as the
standard.
Constant vigilance over a power plant will result in a great saving of
expenses. In connection with this matter it will not be amiss to quote a
portion of an editorial from Power, one of the leading journals, on this
subject:
" 'When a man is losing money and don't know it, it don't worry
him,' sententiously remarks a practical engineer of our acquaintance*
The statement carries its own demonstrations with it, but the peace of
mind which it infers is often expensive to its possessor. The average
steam plant is not run at anything like the maximum efficiency obtain-
able under its conditions of environment and use, the owner or manager
does not know whether his plant is running above or below the average,
and a vast amount of money is burned up in coal, which need not and
should not be burned; and nobody worries because nobody knows it."
The loss of power between the engine and switch board terminals is
from 11^ to 25 per cent, which is attributable to the inefficiency of dyna-
mos, and also to the friction of countershafts, belts, idlers and attach-
ments, which are simply power consumers, representing a waste of
power without any resultant benefit. Besides the loss of power, the
expense of maintaining the various arrangements for the transmission
of power is quite considerable. This waste of power can be overcome
bv connecting the generator direct to the shaft of the engine. While
machinerv of this class is more expensive than the other, because it
demands a slow speed for tlie generator, necessarily increasing its size,
the saving in power and maintenance of the machinery of transmission
will be sufficient to compensate for the slightly reduced dynamo efficiency
due to slower rotation, and will warrant the recommendation of the
direct driven equipment for moderate or large sized plants. This direct
coupling of engine and generator gives also an important advantage, par-
ticularly in the large stations in crowded cities, by the considerable
saving in floor space.
The committee look with favor upon compound engines for street rail-
way work, especially so with engines having ranges of cut ofl wide
enough to keep the low pressure cylinders ever from expanding below
atmosphere. When this is the case, there is no doubt that the compound
engine is very economical, as it carries the expansion of steam to a
greater limit. Where it is possible to condense in connection with the
compound engine, there is not the slightest question as to economy. In
fact where condensing is possible, there is no reason why the expansion
should not be carried to a further limit.
Ordinary considerations of economy in labor account will dictate the
use of labor saving appliances and methods about the boiler house and
engine room; a feature frequently omitted, owing to a lack of apprecia-
tion of its value as a labor saving and a safely appliance, is a light over-
head traveling crane, with differential pulley blocks for handling arma-
tures, cylinder heads and other parts of machinery.
The practice occasionally followed of placing the generators in the
second story of the power house, is not to be recommended, even where
floor space is difficult to secure. The difficulty of securing for the dyna-
mos rigid foundations, and the resulting e\'ils of increased frictional
losses and heating, will generally render this disposal of plant inferior to
placing the dynamos on rigid ground foundations, even if the problem
of floor room has to be settled by direct coupling of generators to the
engine or the incurring of considerable outlay for additional ground
room. The plan adopted at the power station of the West End Com-
pany in Boston, of sinking the countershaft into a basement pit, keeping
the generators on the same floor with the engines, is worthy of consid-
eration for extraordinary large plants, as securing rigidity of foundations,
necessary belt lengths, economy of floor space, without going to direct
gearing of generators to engines.
GREATEST DURABILITY.
When electric traction was first introduced for street railways, engine
builders were not cognizant of the actual requirements for this kind of
service; they did not anticipate fully the extraordinary variation of load
and the liability of a short circuit, which so severely tests the strength
of an engine. They proceeded to build engines from theoretical plans
and specifications which have proved by actual practice to be entirely
inadequate for this class of work. Engine builders, however, are endeav-
oring to overcome mistakes which were made at the outset by strength-
ening and making all the parts more durable and to make such improve-
ments as will meet all the demands for this extraordinary class of work.
DIVISION OF POWER INTO UNITS.
When electricity was first introduced as a motive power for street rail-
way transportation, the largest type of generators were small units as
compared with those manufactured at the present time, and, as a rule,
high speed engines, from 100 to 20o-horse-power, belted direct to the
generator, were in most cases adopted, without regard to the size of the
plant. In some instances, Corliss engines were installed, and the dyna-
mos connected to a countershaft. In nearly every installation mistakes
of more or less proportion were made, not due, however, to the fault of
the street railway people, but the lack of knowledge on the part of the
manufacturer as to what was actually necessary to properly fulfill the
requirements of the new field of traction. The pioneers of electric trac-
tion have, as a rule, suffered from these mistakes by the expense oC
changing to modern improved and more economical machinery, or have
been financially compelled to jog along with their obsolete outfit and
consequent large power house expense. Local surroundings and con-
ditions will, to some extent, govern the division of power into units, but,
as a rule, the following principle will be safe to follow: The size of the
proper unit of subdivision should be such as to give the required relay
or reserve above the maximum power adopted. This will apply equally
to boilers, engines and dynamos. The following table will serve to show
approximately the proper proportion :
Maximum H. P. Required to .Viimber of Engines
Operate Road. Required. H. P. of each Engine.
400
600
1,000
1,500
200
300
300
500
500
750
It will be observed from the above table that enough engines are pro
\ided to furnish the maximum horse power required to operate a road
and have a surplus of one engine. This is very essential, as it enables
the engineer to keep his engines in perfect adjustment and repair, having
at all times an extra engine to work on, or, in caie of a breakdown, the
entra engine is ready to take the place of the disabled one. The "Maxi-
mum horse power required to operate the road," referred to in the table,
is not to be taken as the sum of the power needed by each car in service,
except in case of small installations, since the maximum power required
does not increase in proportion to the number of cars in use, since the
line losses are not materially increased with increased traffic, and because
as the number of cars increases, the fluctuations of load tend to balance
themselves and to reduce the maxiinum load nearer to the average load.
Thus in a ten car plant, cases will occasionally occur when all of the
cars will require their full power at the same time, and the power plant
must be planned accordingly, but there is no probability that all of the
cars of a one hundred car plant will all require their full power at the
same time; from 60 to 75 per cent of this power, depending upon local
conditions, will be sufficient for this plant.
CONCLUSION.
The committee sent a list of questions to a number of street railways
for such information as would be of service to the committee in formu-
lating an intelligent report, by securing an idea of the construction and
equipment of the various power plants, and the result of their operation
and experience with the various types of engines in service. Only a
small number made a reply, from which the committee would infer that
a number of roads are not giving the question of the expense of their
power house much consideration.
From the replies that were received, the committee find quite a variety
of types and kinds of engines in use by street railroads, and no uniform-
ity of opinion as to the best and most economical engine for power house
work. Question No. 30 on the list was, "What kind and style of engine
would you recommend for railway power use.'' (base your opinion on
<^txeetj\aiWavj^viW'
599
regulation, efficiency and economy)." In nearly every instance the kind
and style of engine which the particular railway had in service, was
always recommended as the best, showing that the observations and
investigations as regards their power was restricted to their own power
plant, and the result of its operation was accepted as perfectly satisfac-
tory, perhaps, without making comparison with other plants, or making
such tests and investigations as are necessary to ascertain if they were
obtaining a standard of efficiency from their plant. The committee
therefore feel at liberty to express their own convictions as to the best
engine for power house work, based upon the investigations which they
have made, and in line with the progress of the present time.
Prof. Thurston says, in his recent work on the steam engine, that tlie
principles that must govern the engineer in his attempt to select the
most efficient type of an engine are as follows:
(i) The greatest practical range of commercially econotnical expansive
working of steam The fluid must enter the cylinder at the highest
admissible pressure, and must be expanded down to the minimum
economical pressure at exhaust. (2) The wastes of heat must be made
a minimum. All loss of heat by conduction and radiation fi'om the
engine must be prevented if possible, and the usually much more serious
waste, which occurs within the engine, by transfer of heat from the
steam side to the exhaust, by 'cylinder condensation* and re-evaporation,
without doing its proportion of work, must be checked as coinpletely as
is practicable. This latter condition, as well as commercial considera-
tions, limit the degree of expansions allowable, It also dictates high
speed of engine. (3) The largest amount of work must be done by the
engine that it can perform with due regard to the preceding conditions.
This condition compels us to drive the engine up to the highest safe
speed, and to adopt the highest practical mean steam pressure."
In selecting a type of engine, the size of the installation must largelv
govern, as well as local conditions, such as water supply and price of
fuel, though some consideration may be given to opportunities for sta-
tion room and arrangement. For small plants, to run ten or fifteen cars,
simple high speed engines, belted direct to generators, are unquestion-
ably the proper choice. For twenty to fifty car plants, compound
engines, with condensing apparatus where it is possible; with tandem
compound engines for the smaller plants and cross compound engines
for the larger ones, geared direct to generator, will probably be found
most economical. While for the larger systems compound or triple
expansion condensing engines, using steam at a high initial pressure and
either driving a countersliaft or coupled direct to generator, whichever
the conditions of the case will warrant, will be tbund a proper selection.
In every case, except tor small plants, wliere engines are belted direct to
generator, the vertical type of engine is recommended.
In conclusion, the committee desire to impress the importance of
keeping the steam plant as near as possible to the conditions that exist
when the engines are installed and being run under the supervision of
the mechanical engineer who installed tlie plant. This, perhaps, is of as
much or more economic importance as the design of the engine, as the
plant is then run by the expert in charge with a view to attain the high-
est degree of efficiency and economy.
The committee have endeavored to treat the subject impartially, but
to give such important practical points in the construction and manage-
ment of an engine as are necessary to give perfect satisfaction for power
house work, and to add in connection such practical hints in relation to
other parts of the power plant upon which engines are dependent as will
be beneficial to the association.
Respectfully submitted,
E. G. CONNETTE,
Chairman of Cominittee.
The president declared the paper open for discussion.
Mr. Richardson: I think the convention would be
interested in hearing some reinarks from the author of
the report.
Mr. Connelte, of Nashville: Mr. Chairman and Gen-
tlemen.— The subject of power house engines is one that
requires a great deal of study and careful make up. The
committee, of course, did not treat of any particular
engine. You will find, however, that in closing the
report the vertical type of engine is recommended; the
compound condensing engine is recommended for large
size plants. This is based on an endeavor to get the
, greatest amount of work out of the steam. In the simple
engine, when the influence of the cylinder is cut off, say
at four-fifths of the stroke, or one-half, or one-quarter,
there is a great deal of steam wasted and a great deal of
pressure lost. Where you have the compound engines,
as }-ou all know, you have the additional use of the steam in
the low pressure cylinder, and therefore e.xpand your steam
to nothing. When it leaves the cylinder it has expanded
its force. The vertical tj-pe of engine, with generators
geared direct to the shaft, I consider the best engine for
power house work. The vertical type takes less floor
space than the horizontal. In the horizontal type you are
also liable to have trouble with the piston, in the vertical
type this is not so liable. The vertical engine at the
Intramural railway at the Fair is referred to. I think
it is a 1,500-horse-power compound condensing engine.
It has a Thomson-Houston 1,200-horse-power dynamo
coupled direct to the shaft of the engine. I understand
that this engine has never been shut down one hour for
repairs to the engine proper. It has done its work day
after day. It has hauled thirteen trains, of four cars,
heavily loaded, constantly, all day; while the other
engines, those of the horizontal type, have required
repairs. The committee appointed to examine the
engines, in order to award premiums, sat for twentj-
three hours watching the engine work. It constantly
pulled the whole load for twenty-three hours with pos-
sibly not over one per cent variation in the speed. The
engine makes about 100 revolutions per minute, and it is
said it did not ,vary one revolution when the load was
increased from, say, fifty per cent to full load. Our road
was one of the pioneers in the business and we have had
a great deal of trouble with our power house, being
equipped with a large number of small-sized engines.
The question of fuel, as we know, is one of the largest
expenses attached to the plant; and I strive to keep the
coal bill down. Where you have competent men in
charge of your machiner}', and intelligent firemen, there
is no doubt about attaining the results. You do not want
to allow any slipping back. The plant should be kept
up to the efficiency attained at the start. An expert in
charge of the installation will run the plant with the
greatest efficiency, in order that his engines may be
accepted, and you should endeavor to maintain that
efficiency, or find the reason why you do not. The
expert will state that he will put in an engine that will
use two and one-half pounds of coal per horse power per
hour; and if he does that, you will get good results.
You should endeavor to keep your plant at that standard.
If a boiler will evaporate eight pounds of water per horse
power per hour, that efficiency should be maintained. If
you find that it does not evaporate more than six pounds,
something is wrong, and you are losing a great deal in
coal.
Mr. Arnold, of Chicago: I am familiar with the
engines at the Fair, and have made a number of tests
this summer. I can corroborate what the speaker said
in most respects. The vertical engine installed in the
Intramural, power station has, on the whole, done excel-
600
("oi^iect y\aiWav j\eVicW
lent work, and has required very little repair; in fact,
none to amount to anything. I wish, however, out of
justice to the other types of engines, to say that they have
done almost as well. You are aware that the horizontal
engine in time wears its cylinder eliptical, by the passing
of the piston through and through. One of the engines
of that type gave some trouble, because it was operated
continuously for six weeks at the opening of the Fair, and
we had no chance to get inside and adjust the piston rings
and bring the piston up to place. With that one e.xxep-
tion, I know of no reason why the horizontal engines
have not done as good work as the vertical in the Intra-
mural station. I say this with due regard for the vertical
engine. I believe in the vertical engine, because it
occupies less floor space, and gives an engineer who
designs a station a chance to make a better looking and
more compact plant, and which will require a smaller
real estate investment. The greatest drawback to the
adoption of these engines is their first cost. If an
engineer is given full power to propose what style of
engine is to be used, he will in most cases suggest the
vertical; but this is generally found to be too expensive,
and he is compelled to go back to the horizontal.
We have been in the habit of installing engines having
a rated capacity of from twenty to twenty-hve per cent
more power than the rated power of the generator. In
my judgment, that is a mistake. The records of the
operation of the intramural road this summer, and obser-
vations of other plants which I have built, proves to me
that when the engine is of about the same rated capacity
as the generator, or exactly of the same rated capacity,
we get the best economy for the following reasons: An
electric railway engine, as we have heretofore installed
them, is normally an under loaded engine, for we have
believed that we should have the large engine behind the
generator in order to respond promptly to the overload
which is liable to occur at any moment. This overload
which occurs at intervals is supposed to be no greater than
the rated capacity of the generator, and if it exceeds this
capacity the circuit breaker opens and releases the entire
machine of its load. As these overloads are intermittent
and of short duration, we run our engines below their nor-
mal capacit}' the most of the time in order to be ready for
the short excessive loads; and as these overloads are of
short duration, I believe it to be better engineering to allow
the engine to work uneconomically during these periods by
allowing the steam to follow the pistons a longer time, even
to full stroke if necessary, for a few revolutions, until the
overload ceases, then dropping back to its normal point of
cut off and operating at this point during the long inter-
vals between overloads. If the generator is properly
designed it is capable of standing a short overload of forty
per cent, and by strengthening the frames and main
working parts of the engine it will easily give fifty per
cent more than its rated capacity, thus being able to
stand the shocks of short circuits and overloads without
damage. I have never seen an engine regulated within
one per cent, on the extraordinary fluctuations of load
hat railwa}^ work gives, although there are many well
regulated engines on the market. In a test made in the
Intramural station, the vertical engine with its direct
coupled generators pulled a load of twelve trains of four
cars each, and ran four hundred amperes of current into
a water rheostat, developing as high as 1,700-horse-power
for a long period of time. I would like to see the day
when power stations will be kept up to the average of the
first thirty days, when the expert is in charge. The great-
est difficulty is in getting competent men for the wages
usuall}'^ paid by railway companies for this class of work.
Mr. Browning, of Camden: Are the engines and
generators of the Intramural station worked to their full
capacity, or do they work below it?
Mr. Arnold: I will give you the sizes of these
engines. First, there is the large AUis compound engine,
rated at 2,000-horse-power, coupled direct to a General
El(;ctric 1,500 K. W. generator. This engine has never
been loaded to anywhere near its economical load, except
on a test, where water rheostat was used. There is a
300-horse-power Mcintosh & Seymour engine and
direct coupled generators, for running lights on the
battle ship and other small work. There is one 600-
hor^e-power Allis engine and one 750-horse-power
Green engine; and these two together operate the road.
These are the tandem engines, one in either end of the
building. The Green engine drove the road alone, oper-
ating six trains for the first si.x weeks without a hitch, on
account of the other engines not being read}^, owing to
some of the parts of the plant not having arrived. The
reason that the vertical engine was operated so long on
the road, was that it was the unit in the station nearest
adapted to the road. That vertical engine and genera-
tor operated the road for six weeks without any relay,
because it took less fuel to run it. The other engines
were ready to go, but it was not necessary to start them,
owing to the engine doing its work satisfactorily and not
requiring any repairs. I do not attribute that to the fact
that the engine is the best for railway work, but to the
fact that it is of exactly the rated size to fit this particular
load.
Mr. Browning: You do not exactly answer the point I
want to get at. Have you such an abundance of power
that you never allow an engine to get up to its straining
point? As soon as }'ou find it is becoming overloaded,
you put more power on; in other words, 30U have
engines and generators with plenty of excess power to
fall back on. In ordinary power houses we work our
engines up to the full capacity, and a Httle over.
Mr. Arnold: We have now an e.xcess of power; but
for the first six weeks we had only one engine, which was
much overworked during this time. The tandem engines
work with economj' and without straining when both are
running on the road. The vertical engine, however, has
been strained to an e.xtraordinary degree. It pulled the
road on the 4th of July and developed at times as high as
1,700-horse-power for several minutes at a time, although
its average load was much less than this. The engine
slowed down until the governor was on the shaft, but it
hung to it, and pulled the road very satisfactorily.
(^ti£ctfcl\aiW<i^j^VmV*
GUI
Mr. Connette : I would like to know if Mr. Arnold has
made a comparative test between the enj^ines there as to
their relative economx'. I trust it is not an impudent
question.
Mr. Arnold : I do not wish to say much on that subject,
because we do not wish to do injustice to anyone. The
tests were made at the request of the General Electric
Compan}-. and it would be a breach of courtesy on my
part to give the results until authorized by them. I do
not, however, see any difference in economy between the
horizontal and the vertical engines if both were working
under equal conditions.
Mr. Connette: What difference do you find between
the Corliss and the high speed type?
Mr. Arnold: The difference is very slight. The ver-
tical engine runs lOO revolutions; one of the Corliss runs
90, and the Green 100; all nearly the same speed. I am
of the opinion that we will come to a speed of about 100
to 125 turns in all of our engines, and will stay there. I
do not believe in an extremely high speed reciprocating
engine.
WEDNESDAY AFTERNOON.
refreshing beverage, which awaited the party at the
finish, was specially acceptable from having seen how it
was made. It was not until after five o'clock that the
party found its way back to the hotels, where a short
rest was possible before dinner.
At 12.30 the first session adjourned and at once
boarded the ten special cars in waiting, being joined by
the ladies, who were brought from the hotels also in
special cars, and all proceeded to the immense works of
THE ALUS COMl'ANV.
The ride was a pleasant one, extending through the
business district and across the river, passing the district
where the great fire did its work a year ago, but now
largely rebuilt. On arriving at the AUis works the party.
numbering about 500. was lunched and then conducted
through all the various departments of the establishment.
One of the special features was the lifting of a 62 ton
piece of machinerj', consisting of a shaft, two gears and
generator skeleton, and carrying this immense load the
length of the shop, some 200 feet, and depositing it on a
railroad car for shipment. The feat was successfully
accomplished in three minutes, by the Shaw Electric
Crane Company's travelling crane, which, though nomi-
nally of 50 tons capacity, experienced no difficulty in
handling the 12 tons additional.
From here the party again embarked in Mr. Payne's
commodious cars and were soon at the attractive new
Kinnickinnick car house. As usual, it was in apple pie
order, and the excellence of its arrangement and large
window space was specially complimented. The display
of home made products in the repair shop reflected great
credit on the thorough and complete system in force
there. An exhibition run was given with the line repair
wagon, which is one of the most handsome vehicles of
the kind in the country. Leaving the car house a quick
run was made to the great breweries of the Pabst Com-
pany, the largest in the world. Here Fred Pabst in per-
son, with ample number of assistants, conducted the highly
interested visitors through all the processes which mark
the transition from barley to beer, and the inviting and
WEDNESDAY EVENING SESSION.
Mr. O. T. Crosby being called upon to give his opinion
of the relative conditions of the power rec^uired in gene-
rator and the engine, said:
The question is in regard to the proper proportion to
be established between the rated capacity of dynamos
and engines. I have used the term rated capacity,
because I know that the discussion, as far as it has gone,
was based upon proportions between rated capacity. As
a matter of fact, what we want to get at, I fanc}-, is the
ratio between the real capacity of engines and dynamos.
We certainly, in the earlier years of our experience, were
met with this difficulty, aside from the one which will
always be open as a matter of engineering discussion,
namely, that we do not have a correct and understood
system of rating as between different makes of genera-
tors even, and certainly not between generators and
engines. The ratings of electrical machines for railway
use in the earlier days of the business were less conserva-
tive than they are to-day. There has been, however, a
gradual approach to conservatism in this matter, so that
to-day it is not far out of the way, in speaking of a 500-
horse-power engine and a 500-horse-power dynamo, to
feel that we are talking about pretty nearly the same
thing. I mean that a 500-horse-power dynamo should
be, and ordinarily is, a machine whith can do 500-horse-
power work steadfastly' for twenty-four hours a day, with-
out, either in its bearings or in its electrical parts, attaining
such a temperature as will permanently injure them in
any way, loosen its parts, or do anj' permanent injury.
I have believed for some time that the best practice is
that an engine should be at least no greater in capacity
than the dynamo to which it is attached. The engine will
certainly not do its work as economically if it be run ordi-
narily at a considerably lower output than the output for
which it has been calculated as a normal output. The
dynamo does not suffer by any means so badly in thus
being brought below its rated work. If, therefore, an
engine of 600-horse-power be attached to a dynamo of
500-horse-power, the man running the station will ordi-
narily, and very properl}-, limit the load which is thrown
on the couple, since they now constitute a couple, below
the capacity, as he understands it, of the dynamo, rather
than of the engine. He will endeavor to keep within safe
limits with respect to his dynamo. In thus keeping
within safe limits with respect to his dynamo he is keeping
too far under the limit with respect to the engine for eco-
nomical work. The dynamo is not what you should have
unless it can be run at its rated load without any injury.
If at the same time you are running the engine at about
its rated load, you are getting perfectly satisfactory
results in both cases as to repair, and the best results in
602
(^ l^^l^(cuWiiy li^icW'
both cases as to the efficiency of output, and that is, pro-
babl}', the largest question involved in the whole matter.
I have had some conversation with engineers, both in the
field in which I am interested and those in charge of
power stations, and I find that this opinion is becoming
quite well fixed — that the generator and engine should be
at least equal, with some in favor of having an engine
slightly lower in rated capacity than the dynamo. I am
told by the representative of a large firm of engine
makers in this city, that most of the complaints that
theyreceive from their customers are due to the fact that
they were running the engines lower than their proper
load.
There is another point, as between vertical and hori-
zontal engines. I do not think the matter, as far as it
went this morning, was presented just as it seems to me
it should have been. There is no difference in the
michines, intrinsically, as to their value. You can make
a splendid vertical engine, and you can make a splendid
horizontal engine. No doubt some of my hearers will
think me a "mugwump" on this question. It is impossi-
ble to speak on these subjects with as much definiteness
and emphasis as many would like; but you can take a
particular case and work it out to a greater degree of
accuracy than you suppose. A vertical engine, as com-
pared with a horizontal engine, involves a difference in
the space occupied; and space represents money, invest-
ment; and there, in my opinion, is the meat of the whole
question. There is enough experience in the engineer-
ing practice to justify us in feeling that vertical engines
and horizontal engines are almost equal in value as driv-
ing power. Speaking for the electric side, it is a matter
of indifference to the generator how it is driven. You
want to consider in the most careful way the cost of all
these elements in your plant — the engine complete, with
all its appurtenances, and the space occupied and the
economy of its operation. If you approach the question
in the broadest way, I believe you may be inevitably
led to the use of a vertical engine on real estate
considerations, more than any other. I believe that
the real estate consideration, the price per square foot
of your building, is the determining element in large
plants, as to which of the two types it is best to use. It
is largely the same question which usually determines as
between the condensing and the non-condensing engine.
It still remains that the condensing process saves just so
much coal, but may cost just so much extra in\estment.
I heard it stated the other daj' b}- a competent engineer,
that the condensing process, when coal is in the neigh-
borhood of $3 a ton, maj' justify an investment of $100
per horse power to bring it about. The analogy between
the cases of condensing and non-condensing engines, and
between vertical and horizontal engines is very close.
You can get an excellent plant either way.
We are all very much interested in the large direct
coupled work which we see about us, certainly none more
>so than those who have built the plants. At the same
time I would not want any one to feel that a belted sta-
tion is not entirely a satisfactory plant. I believe heartily
it is. I believe in that case, as in others, you want to
consider your original cost of all the elements. It is
simple arithmetic in all these matters throughout. It is
quite impossible, in my opinion, to make any generaliza-
tion, and say, once for all, this is better, a direct coupled
generator; or this is better, a vertical engine; or this is
better, a condensing engine. It is all a matter of first
cost and investment. These things will adjust them-
selves, and in one city you will have one tjpe and in
another city another type. You will put in the plant,
that style of equipment which is directed by the particular
conditions of the plant. That is the true generalization.
The location of the station is always an important mat-
ter, especiall}' as to cost of conductors and the question
of condensing engines. In the case of a man who is in a
cit)' with a river running through it, in such shape that
he can put his station near it, he will be at once led to the
condensing engine. The manner of placing the conduc-
tors is also important; there is a big difference in the case
when you have to put your conductors underground, as
compared with the result you will get by putting your
conductors overhead. There is an element which is new
to a number of engineers, connected with street railway
problems, namely, that it costs so much per running foot
to lay the conduit itself, independent of the amount of
copper.
I do not know that there are any others than the points
I have mentioned which are large elements that come
into the matter, but if there is anything that I have not
mentioned — and it may well be — I will just say in closing
that everything which goes into your original investment
account must be taken into consideration before you
decide what is the most economical system of engine with
respect to form, etc.
A letter was read from the West Germany Street
Railway Association, sending greetings to the American
Street Railway Association, and requesting an exchange
of annual reports.
The next paper read was the Report of the Committee
on Heating and Lighting of Street Railway Cars. The
report was read as follows:
BEST METHOD OF LIGHTING AND HEATING STREET
RAILWAY CARS.
To THK American Street Railway Association:
Gentlemen: At the request of your president, I beg to submit a
report on the best method of lieating and lighting street railway cars.
The matter of heating and lighting street railway cars is to-day one of
some moment, and to find just wliat is needed and best is a problem con-
fronting all street railway men.
In this paper I intend to give tlie results of some investigations, and
my experience of heating and lighting cars; to simplify the paper, I will
take up healing and lighting separately.
Street car locating is to-day in an experimental state, and the numerous
methods and devices testify to the endeavor on the part of street railway
men and manufacturers to obtain a simple, portable, and cheap heater.
To arrive at some conclusion as to the best method of healing cars, the
lirst matter to consider is, what are the requirements. Eacti railway has
an individuality, and what suits one will not meet the requirements of
another. The manv elements tliat enter into the solution of the problem
n[' arriving at the best methods, gives considerable latitude to street i"ail-
w;iy managers for forming their conclusions.
(^txcd.l^^oiWa^'j^VicW"
603
Considering street railway car heaters in the manner in which the fuel
is converted into heat, we can divide them into three classes:
First — Primary heaters, or those in which the heat is obtained from
fuel consumed on the car.
Second— Secondary heaters, or tliose in which the heat is generated
beyond the car, and transmitted to some storing medium.
Third — Electric heaters, or those of three conversions.
In cable railway practice we are limited to the first two heaters. In
electric railway systems we have the choice of one of the three classes,
therefore we must consider the means employed to propel the cars, the
tvpe of cars, the physical conditions of the railway, and the cost of vari-
ous kinds of fuel. The elements of climate, distance and system are con-
sidered only secondary in this paper, as these have but little effect in the
decision as to which is the best heater.
In addition to the foregoing it will be necessary to consider the
mechanical features of heating. What is necessary for the heater is to
have minimum weight, to occupy as little space as possible, to be oper-
ated without skilled labor, to be constructed of ordinary material, be
easily and cheaply removed from car, and to be of such a character that
it does not impose additional risks from fire. We will also have to con-
sider the element of pleasing those for whom we heat the cars, and this
last will to a certain degree govern the adoption of one form or another,
provided the difference in operating cost is not too great.
First Method. — I have included in this class all stoves, oil burners, and
hot air heaters. There are many devices on the market for accomplish-
ing a method of heating directly from coal or other fuel burnt on the
cars. These can be divided into three classes as follows: •
Heaters tired from inside the car above the floor.
Heaters fired from inside of car under the floor.
Heaters fired from outside of car.
If we decide on a heater of either of these classes, we would suggest
using the one that is complete in itself, which occupies as little room
as practicable, one that can be fired and operated from the inside of car,
and that uses Anthracite coal for fuel.
The plan of operating these heaters on street railways is to have one
man to fifty cars, who will clean the stoves, build the fires, and fill the
receptacles which carry the supply of coal. The condurtor on each car
will care for the firing while the car is in transit. Whenever the car
equipped with one of these heaters is ready to go into the car station, it
is well to have the fire dumped and the hot ashes removed, so that no
risk from fire in the station will be incurred.
Good heaters of this description can be purchased at from $15.00 to
$24Cto per car, and can be installed at a co^t of about $1.50 per car.
The cost of operating heaters of this description per car, per day of
eighteen, hours is given in the following table:
Fuel, anthracite coal, at $4.75 per ton.
Labor, at I1.50 per day.
Maintenance, 25 per cent of the cost of stoves, this makes cost per car
per day :
Fuel, 8-7 cents.
Maintenance, 3.8 cents,
Labor, 3 cents.
Or 15.5 cents per car per day, as an
actual cost of operating stoves.
Second Method. — In this class there are two types, one using steam,
and the other water. In the first type, steam is used to heat earthenware
cylinders or tubes, placed in iron pipes, and in the others, heated water
is forced into radiating tubes in the cars These iron tubes, or radiators,
are placed along under the seats, wilh pipes leading through the floors to
the outside, where some form of steam or water coupling is provided.
At the charging station a rubber hose, connected either with steam boiler
or with hot water supply, is equipped with some form of valve. When
a car reaches this station, it is necessary that a man be in attendance to
connect the discharge and supply pipes, to open and close the valves, as
the conductor's time will be more or less occupied at the terminus of the
trip in accounting for his work.
This requires time, and from experience on our road with the first
mentioned type would say, that it can be accomplished on the average in
about three minutes.
In the water system of storing heat, it is well to have the water
impregnated with salt to prevent it freezing in winter.
To operate this system of heating it is necessary to have at least two
men at the charging station, providing the generating station is located
near at hand, so that one can fire the boiler and charge the cars; this,
however, will hardly be possible unless it is on a small road. On a road
operating, say fifty cars, it will require at least four men if all the cars
pass through the charging and generating station.
The type of heaters is at present in an embryonic state and I canno
give reliable figures as to cost of operating.
Third Method. — Electric heaters: These are constructed of wire or
other electrical conductors placed in and around a non-combustible
material, and the heat is generated by laising the temperature of wire
by current taken from the power station of the road. The amount of
heat produced in these heaters is proportional to the amount of current
used. These heaters, usually four in number, are placed under the seats
of cars in such a manner as will protect passengers clothes from contact
with them. It is necessary to install them with some form of regulating
switch, and the cost per car varies from $35 to $45 installed.
To keep the temperature of car, say at 50 degrees Fahrenheit in mod-
erately cold weather will require an expenditure of 2.66 horse-power
and in severe weather an expenditure of from 5.33 horse-power to 6.66
horse-power.
Estimating power to cost nine-tenths of 1 cent per kilowatt hour we
can arrive at the cost of heating a car per day of iS hours, as follows:
In moderately cold weather, using 2 66 horse-power or 36 kilowatt
hours, the cost will be 32 4 cents; using 5.33 horse-power or 72 kilowatt
hours, the cost will be 64 S cents; using 6.66 horse-power or 90 kilowatt
hours, cost will be Si cents. To this cost must be added the deprecia-
tion and repairs, and this we can take at 20 cents. Tliis will add to the
above cost of operating 5.1 cents per day.
It may seem to some of you that this is an excessive cost for an elec
trie heater, but from the standpoint of expense incurred by heating of
cars it must be considered an increment to the expense as a whole of
operating the road, the consumption of so much more additional elec-
trical energy. This means a certain pro rata outlay of money. If the
road be at all large it means the outlay of a considerable amount of
money, in operating expense, which simply because it is expended in
electric heaters, cannot nevertheless be overlooked, and the heaters
therefore should be charged with their pro rata cost of the expense of
the whole. Some of you may say it will cost no more in labor to ope-
rate the heater, and the only additional expense incurred would be in the
cost of coal. Well and good, but this is viewing the matter rather laxlv.
If you choose to look at the matter of expense in this light you may,
but you at the same time admit, there and then, that the general expense
of operating the larger and more important parts of your road is so great
that it overshadows the smaller expenses of the road, and thev can be
lost sight of — in this case, that of heating the cars. Can you do this.-"
Not if you mean to make every particular portion of the outlay of elec-
trical energy on your road bear its corresponding portion of expense.
We cannot aid the consumption of so much more energy to our road
without a corresponding outlay of expense, be it readily appreciated or
not, be it realized or not.
Therefore, considering all elements that enter into the problem of heat-
ing cars, I would say that I consider the best method that of using a
primary heater, one fired with anthracite coal and operated from inside
of car, that is, the first method before mentioned.
The reasons which, to my way of thinking, substantiate this conclu-
sion, are:
That while a street car is an enclosed space it cannot be considered as
a room, or capable of being heated as easily. It is one open constantly
or, at least at very short intervals, to the weather, thorefore a heater
which can rapidly counteract any inflow of air is much more appreciated
bv the passenger than a method of heating which does not, or does not
seem to give out the heat so rapidly. There is a certain attraction in the
burning of coal which gives a quiet sense of satisfaction to the passen-
ger. He certainly always feels grateful to enter a street car with a good
warm stove in it. This method seems to suit better all temperaments
and temperatures. It is a method easily understood by employes,
simple in operation and maintenance, economical and efficient.
Taking up the second feature of this paper, that of lighting cars, 1
would say there are to-day three feasible methods of lighting street rail-
way cars.
First — Oil lamps.
Second — The electric system.
Third — The gas system.
The first method of lighting, I think, is thoroughly understood by
street railway men, and I need only mention it here.
Second Method. — Electric systems of lighting are those employed by
the various street railway companies on their cars, and are on the whole
very much duplicates of the first street car, wired with incandescent
light.
However, I will describe a few changes I have made with consider-
able success and saving; in the first place, no oil lamps or oil headlights
are used; in place of oil lights, I have placed an incandescent light in
604
(^Jflmt^^^A^^^^A^MT
each lamp box at the ends o£ the car, so that the colored signal light
may be distinguished readily ; also to illuminate the advertising rack over
the windows. On the ceiling of car are two more incandescent lamps,
located about four feet from each end; by having a divided circuit the
fifth light to make up the circuit is used in headlights on the hoods of
car. The result is, we use a minimum number of incandescent lights in
a car, obtain the best lighting effect, remove the annoyance of oil head-
lights and the labor attending their use; at the same time it facilitates
changing ends of car at a terminus. The cost of lighting by this method
need not exceed one half a cent per hour, or four cents per car per day,
estimating that a car will burn its lights eight hours on the average.
The third method, that of using gas, is to-day the most successful and
agreeable method of lighting steam railways, and has been adopted by
some of the cable railways; I cannot speak from experience on this
manner of lighting, but would say it should cost no more to operate than
by using oil lamps, the greatest difference being the interest on cost of
equipping cars, and installing the plant at car station which supplies gas
under pressure to the car.
The need of good light in cars is a question of considerable importance,
not only to assist employes to better attend to the wants of passengers
and their duties, but to make the cars prominent on the streets, and thus
attract traffic, and to some extent enable the better lighted road to be
operated with fewer accidents.
In conclusion, I would say that it is the opinion of your coinmittee
that the best system of heating and lighting street railway cars is:
For heating — The use of a primary heater, or stove.
For lighting — The use of such lights as can bo secured in connection
with tlie application of electricity as a motive power, or reliable gas sys-
tem, for cxainple, the Pintsch, on cable railways. This last, provided it
can be operated economically.
Respectfully submitted,
G. F. Greenwood, Committee.
The report was received and ordered to be placed on
the minutes.
The report of the Committee on Standards was called
for. Mr. O. T. Crosby, chairman of the committee,
reported that no written report had been prepared; that
the committee regretted not having a report ready, but it
was unavoidable.
On motion, the committee was continued another year.
'CAN THE T RAIL BE . SATISFACTORILY USED IN
PAVED STREETS?"
Was the subject of a paper to be read by C. Densmore
Wyman, and the applause went round the room as his
name was mentioned. This immediately changed to
regret when the secretary read a
•*- -^> characteristic letter in Mr. Wyman's
well-known, graceful style, explain-
ing that the committee had done a
large amount of preliminary work,
V^y ^L but that, owing to the extreme de-
^^^■■■^^^^^^^ mands upon his time as general man-
^^^Uf^^^^^P^ ager of the Electric Launch Com-
^SJjjJPIHii^ pany at the World's Fair, it was
impossible to complete the \vork
and make the report.
Mr. Wyman was greatly missed, but expects to be with
the association next year.
It was then suggested that the subject be open to dis-
cussion, and several gentlemen took part m a series of
questions and answers. It was participated in by Joel
Hurt, of Atlanta; Mr. Hendrie, of Detroit; Mr. Burke,
of Terre Haute; Mr. Armstrong, of Camden; Mr. Carr,
of Roanoke, A. W. Wright, Chicago, and others. The
C. U. WYMAN.
discussion occupied an hour, but was largely of a desul-
tory nature, and altogether failed to introduce anything
additional to what was reported at last meeting. The
same ground was gone over with the same results.
SPECIAL PAPER ON "TRACTION AND STREET
RAILWAY TRUCKS."
As street cars upon the thoroughfares of nearly all of the large cities
in this countrv are nipidly being equipped with means for self-propulsion,
becoming in lact locomotives of sufficient power to successfully handle,
in addition to themselves, other cars as trailers; and, furthermore, inas-
much as these cars and trains are mobilized upon street surface tracks
and subject to the peculiar conditions thereby entailed, data, tests or
deductions throwing light upon the subject of traction in general, and
especialh' under the conditions of street service, are considered timely
and important. The installation of a motor upon a street railway or
other track is really for the sole purpose of utilizing the tractive or adhe-
sive effect of the wheel upon the rail. The writer has for some years
made a special study of traction, having had opportunities for observa-
tion and test upon steam and electric surface roads and also under the
peculiar and very severe conditions of mine haulage traction, which
latter has proved a fruitful source of information.
In the popular mind the laws governing traction or adhesion are
entirely divorced from those governing friction. This view is not cor-
rect. The adhesion between the wheel and rail is really friction of qui-
escence. In studying the laws governing both friction of quiescence and
friction of motion one is struck with a peculiarity in the curves, notably
so when metallic substances are undergoing examination. The charac-
teristic relates e^^pecially to a remarkable drop consisting in the member
constituting practically a vertical line between the readings taken before
and after slipping commences between the metallic substances under
test. The curve shown in Fig. i is taken as between a rail and wheel
supporting about 3,200 lbs. The most cursory examination of the curve
will at once show that the characteristic is by no means one of gradual
or proportionate transition from a state of quiescence to that of motion,
but, on ihe contrary, a breaking away with a wonderful suddenness of
drop from high values to those which are very low.
Without recounting other experiments which have forced me to the
following deduction, I will state that, in my opinion, what we know as
friction of quiescence or adhesion between a wheel and a rail consists
essentially of molecular gearing, the teeth of which, though minute, are
as positively in mesh as those of the regularly organized gear. Whether
they be in fact the molecules of the chemist is a question, but they are
certainly the interlocking of the minute irregularities of the substances.
These I have found to be maximum when the substances are alike,
under these conditions the aforenamed molecules or irregularities proba-
bly being very similar as to dimensions. By this statement is not meant
that the highest values are necessarily attained under conditions of like
materials, but that the lines connecting the higherand lower values are
more nearly vertical, arguing more complete intermeshing, hence in
shearing a more sudden giving away of the molecular teeth at the time of
dropping from the high to the lower values or co-efficients. The curve in
question is drawn to scale, and graphically portrays the extremely low
values in terms of traction or drawbar pull, upon the dynamometer of the
slipping wheel, as compared with the wheel rolling upon the track with-
out slip. This curve was obtained in determining by trial the grade at
which forwardly revolving slipping wlieels would just balance the ten-
dency of the weighted car to slide down thegrade ^pace does not permit
multiplying the data and curves, all of which prove the importance of pre-
venting the slipping of traction wheels. The insight afforded by these
curves leads to revelations which are at first startling to the investigator,
and in the judgment of the writer the present investigation should be
followed by others in this most important field. The curve shows the
instant of starting to slip to be the critical point, and the problem
is pre-eminently one of preventing the wheels in question from starting
to slip.
How can this be best accomplished.?
The writer has made a number of tests which may be of interest in
this connection, and which show that there is a possibility of improve-
ment upon methods which we at present accept as standard. The old-
est method of accomplishing this purpose has been to couple all the
drivers for absolute harmony and uniformity of movement, so that the
tendency to slip of one driver will be held back by all the others instead
of by its mate only. The question being, do we find in practice the
(^Ivcet j\aiWay- J^A/teW*
605
coupling of the wheels in this way to accomplish the desiied result?
Does it in anv way increase the traction?
Experiments have been made to determine this question, including a
bi-axled equipment of the ordinary kind with an independent motor for
each axle, and also equipment consisting of four, six, and as high as
ei^ht separate drivers locked together and compelled to revolve
in unision, being supplied witli a single motor or source of power. 1
have found the method employed in coupling the wheels to seriously
affect the traction appearing as drawbar pull. For instance, if locomo-
tive connecting rods are used, the necessary flexibility of truck as to
parallelism of axles must be either entirely sacrificed, or if allowed to
exist it produces a continually and constantly recurring tendency to slip,
resulting in a change from compression to extension of all the strains in
both the truck and connecting rods. This change occurs twice in each
revolution of the system, and results in a slip alternately of the wheels
upon each side in ainount dependent upon the lost motion existing. I
have seen experiments where this periodic slip amounted to as much as
five-sixteenths of an inch, occurring twice each revolution, when work-
ing upon a grade without trailer.
This is avoided by steam locomotive engineers by holding the axles
in absolute parallelism in plane norinal to the roadbed, and until within
the last few months English locomotive builders have maintained that
the parallelism of driver axles should be absolute, that is, parallel to
every plane.
As to the street car truck, the flexibility necessary argues the employ-
ment of belting or rope transmission, which easily and naturally permits
of such flexibility. I am free to say that no one who has not tried this
experiment can form an adequate conception of the tremendous strains
which motor gearing is called upon at times to withstand. I have
seen as high as fourteen parallel laps of rawhide rope under very heavy
tension in forty-tivr degree grooves slip and burn in their etforts to do work
under conditions where gears are ordinarily employed, the gearing doing
its work with perfect ease. No form of Iriction drive or friction gear-
ing is admissable lor this work. The chain drive was the first to be
employed in this country, but was early abandoned on account of noise,
excessive wear and journal strains, together with the impossibility of
keeping it anything like adequately lubricated.
As to gearing between the axles, the bevel gear presents by far the
simplest solution. This form of gearing, however, has been looked upon
as wasteful of the power transmitted. This criticism is probably just in
some power transmissions employing this gearing. The question is.
How much more power does a bevel gear and pinion absorb than a spur
gear and pinion in transmitting the same ainount of power, with the con-
ditions identical? There seems to be almost no scientific or carefully
made tests of merit as to the comparative losses in transmission of power
by these two classes of gears. Fig. 2 shows shows adiagrammatic view
of an apparatus designed by the writer for testing this feature, with
which an exhaustive series of tests covering this point has been made.
B is a car axle mounted in journals, D D. E is a hydraulic dynamo-
meter, with lever arin, E, and weight, F. A is an electric motor deliver-
ing its power to a pinion co-operating with a gear mounted upon the car
axle, B, C being a flexible connection as between the motor and the
pinion shaft. The car axle was three and three-eighths inches in diame-
ter, and two sets of gearing were employed as between the axle and the
motor. First, the bevel gear and pinion (shown in the diagram) inclosed
in an oil housing, G, which were alternated with the test of spur gear
and pinion also mounted within an oil housing, when the spur gear was
used, the motor being set around at right angles to its position as shown
in the diagram, and parallel with the axle, B, and connected with the
shaft of the spur pinion. The spur gears were four and a half inches
face, cut in steel, finished on an Eberhardt machine with Brown & Sharp
cutters, running in an oil-tight casing in which three quarters of a gallon
of oil was placed. They were accurately placed on pitch line, and run-
ning very easily and smoothly. The bevel gears used were turned out
by the Walker Manufacturing Company, the test in question being used
to ascertain the best shape of teeth for the work. The bevel gear was
five and a quarter inches face, the teeth were uncut, and of course pitch
cast very smooth and double shrouded, the pinion being cast steel, uncut,
and five inches face. The bevel gears and oil housing are illustrated in
Fig. 3. It will readily be seen that the conditions under which these
tests were made were as nearly alike as it was possible to make them,
and at the same time the transmissions were worked under the same
conditions that obtain when mounted on a street car truck. Numerous
curves were plotted, showing the total losses from the electrical ter-
minals of the motor to the dynamometer, showing gear losses, losses
resulting from shoulder and journal strains produced by the gearing, and
all the bearings in each test through the entire range from starting to
about sixty-horse power input. Submitted herewith, in Figs. 4 to 9
inclusive, are curves showing that under practical working conditions
when the bevel gear is properly made, the losses are almost identical
with spur gear; the small difference, viz: 1.74 per cent , in favor of the
cut gear, probably being due to the fact that the surfaces were somewhat
rougher in the cast as compared with the cut gear. The great care
exercised in these tests, and the clearness of the results certainly speak
volumes in favor of the bevel gear transmission, and constitute the first
comparative tests of large transmissions under heavy strains which, to
the knowledge of the writer have been made.
Another feature bearing directly upon the all important question of
traction is that of axially mounted masses. Locomotive drivers and
axles are as light in and of themselves as is consistent with required
strength. The inertia of a large mass axially mounted does not allow
the drivers to follow the surl'ace irregularities of the track with anything
like equal pressure, especially at high velocities. The wear and tear of
roadbed is also due in large ineasure to the heavy masses attached
directly to the axle. All weights of magnitude should be spring sup-
ported. In this connection it has not before been pointed out that it is
largely iminaterial whether the axle is compelled to carry much or little
of ihe weight of the mass so long as such mass is solidly and unyield-
ingly attached thereto, inasmuch as the exie is compelled to follow the
laws of falling bodies controlled by the weight and inertia of the mass
as a whole.
Referring now to the tests, a grade was built consisting of forty-five
pound T rails rising from a spur of level track, giving a mean grade of
the two rails of 12 4 per cent. Upon this grade was run, first, a double
motor equipment weighing 17,935 lbs. A dynamometer was attached to
the drawbar and back to the track in such a line as not to either lift the
car or drag the rear end downward in the test. Current was then
applied through a variable resistance, gradually allowing the car to strain
upon the dynamometer until finally the wheels slipped. Care was
especially exercised on the point of gradual application of the strain so
as to eliminate all elements of inertia or lunging forward upon the dyna-
mometer; after slipping had commenced it was observed that the car
would slide in each instance to the bottom of the grade. The following
table gives the mean of four sets of readings:
INDEPENDENT AXLE, TWO MOTOR EQUIPMENT.
Drawbar pull on dynamometer Car standing on 12.44 % grade.
Weignt of equipment, 17,935 lbs.
Group
of Tests.
Average
Amperes.
Average
Drawbar Pull.
Ratio Drawbar
Pull to Weight.
I
2
3
4
1,62 s
2,250
2,150
2,075
200 lbs.
2S0 lbs.
240 lbs.
230 lbs.
9 per cent.
12.5 per cent.
12 per cent.
1 1 per cent.
This car was run off the grade and replaced with one in which all
the wheels were compelled to revolve in unison, but of much lighter
weight, viz: 12,685 '^^' The dynamometer was attached in the same
way and the same rheostat and source of current was used as in the
previous experiment, the axles in this equipment being coupled by the
bevel gears shown and described in connection with the gear tests
above referred to. The tbUowing table gives the means of five sets of
readings taken from this car;
COUPLED AXLES, SINGLE MOTOR EQUIPMENT.
Drawbar pull on dynamometer. Car standing upon 12.44^ grade.
Weight of equipment, 12,685 ^^s.
Group
of Tests.
Average
Amperes.
Average
Drawbar Pull.
Ratio Drawbar
Pull to Weight.
I
2
3
4
5
200
240
230
220
200
3,125 lbs.
3,750 lbs.
4,07s lbs.
4,500 lbs.
4.375 lbs.
24 per cent.
30 per cent.
^i per cent.
35 per cent
34.4 per cent.
The same operator applied current to the car in both tests, and every
condition of electrical pressure, track and water, remained identical
606
(^l?Led/l)^(ailM^j^leW*
throughout. The accompanving photograph shows the car standing on
the grade with dynamometer attached.
The car was then run off the track and the rails blocked, as is shown
in Fig. 10, one rail being 12^'^ inches rise in lo feet, the other being 17.2
inches, making a mean of 14.92 inches rise in 10 feet, equaling a grade
of 12.44 per cent, giving a warp of considerable magnitude to the road
bed. The reason for this may be explained in a word, as follows: It h.is
long been known that the successful railway truck must provide for
great flexibility and lost motion in almost every plane. Tbe axles must
be afforded independence and freedoin of movement endwise in a hori-
zontal plane and also in a vertical plane. They must be able to divide
the load almost equally upon any reasonable irregularity of track. The
axle flow in a horizontal plane must be universal for the purpose of tak-
ing short radius curves with ease and certainty, and without strain to
truck or roadbed. The problem has been to fulfil these conditions and
still preserve absolute alignment of gears which are used in part as
coupling for the axles, leaving the truck parts, in fact, just as free to take
up any of their erratic positions as in the double motor equipment. The
warping of the roadbed shown in Fig. 10 would at once develop any
rigidity introduced into the truck by the coupling and show up materi-
ally in the ratio of drawbar pull to the current absorbed if the equipment
or any part was bound, unduly strained, or working under any but per-
fectly normal conditions. The following table shows the readings taken
and is conclusive as to the perfect freedom of the truck while working
in this warped and highly distorted position.
COUPLED AXLES, SINGLE MOTOR EQUIPMENT.
Drawbar pull on dynamometer. Car standing upon warped track;
Right rail H-33 P^"" cent, grade.
Left rail lO-S^ P^r cent, grade.
Weight of equipment, 12 6S5 lbs.
Group of
Tests.
Average Amperes.
Average Drawbar
Pull.
2
3
4
230
220
200
220
4,425 lbs.
4.375 lbs.
4,150 lbs.
4,275 lbs.
It will be readily understood that when an equipment is working upon
a grade, the center of gravity of the car falls more nearly over the rear
wheels, allowing the front pair to slip when independently driven. After
slipping commences the tractive value of the front motor becomes
almost n/7, as shown by the traction curve in Fig. i, the work being
undertaken almost entirely by the rear motor. Whereas with coupled
drivers, and especially where a single large capacity motor is used, the
additional weight upon the rear wheels gives additional tractive power
to these wheels, and the motor is compelled to deliver all its power to
this pair if the exigency requires. At the same time the front wheels,
instead of slipping, are compelled to revolve in step with the back
wheels and bite the rail in unision therewith, and in fact all the wheels
are held down to the business of effective non-slipping adhesion, this
being true in whichever way the car approaches the hill, and whichever
pair of wheels are respectively forward and rear. This great difference
in favor of coupled drivers shows a percentage of 35 as compared with
12.5 of the total weight appearing as actual pull at the drawbar under
the conditions named. While working upon a level, and especially in
damp weather with a slimy rail, almost the same advantage in traction
will be found to exist as is here given for coupled wheels, provided
always the mechanism used in coupling does not interfere in the least
with the flexibility of the truck.
Elmer H. Sperry,
NOMINATING COMMITTEE,
The president then announced the nominating com-
mittee as follows: —
A. E. Lang, Toledo; W. W. Bean, Benton Harbor,
Mich.; G. W. Baumhoff, St. Louis; J. E. Rugg, Pitts-
burg; W.J. Stephenson, Washington; E. Lusher, Mont-
real; L. Perrine, Trenton, N. J.
The meeting then adjourned to inspect the exhibits.
THE AFTERNOON SESSION
was opened with the conclusion of Mr. Mallioux's paper,
that gentleman having arrived with balance of manu-
script. The paper is as follows: —
THE USE OF STORAGE BATTERIES IN ELECTRIC
GENERATING STATIONS FOR UTILIZING
AND REGULATING POWER.
The diffidence with which I entered upon the task of preparing a report
on the above subject for the Association is sufficiently proven by the fact
that I made a couple of unsuccessful attempts to decline the honor. My
excuses and objections, however, availed me little with Mr. Longstreet,
3'our honored chairman, who soon had me enlisted. He doubtless did
not realize at the time, and I myself did not realize till some time after,
ward, what a difficult task he had allotted me; and when I state, with
full conviction, as the result of my investigation, that probably no Ameri-
can engineer is competent to do this subject full justice, unless he has
been able to study it for several months in Europe, where alone the
material for its study exists to any extent, Mr. Longstreet may agree
with me that he should have selected for this report some European
member of the Association, if any there be.
From its title, the present report may be construed to have for its
object to discuss the question whether storage batteries are capable, and
to what extent, of rendering practical service in electric generating sta-
tions, more especially those used for railway traction ; and to bring before
the Association any facts or data relating to this application of storage
batteries that may be of possible utility or assistance to tramway man-
agers or engineers who have already, or may have later, in consideration
the said application as an adjunct to a generating plant.
The question is not without some importance at the present time, when
power stations are multiplying and growing so fast as in this country,
because this question is one that has an important bearing on the design
of the station; since, if this use of storage batteries is really feasible and
practicable, in the full commercial sense, its utilization with a view to
securing the full tneasure of its benefits and advantages would, in many
cases, involve somewhat radical changes in the arrangement of the power
station, and possibly even in the details of its operation. In Europe the
use of storage batteries in central stations has unquestionably made great
progress during the last three years, and has actually succeeded in com-
manding the respect, if not in entirely overcoming the skepticism, of
electrical engineers generally. The irregularities of load, on power cir-
cuits, especiallv for electric traction purposes, are the bane of the electric
railway engineer; and they are too well known and understood to require
further mention now, except to classify them; for, in reality there are
two kinds which must be carefully distinguished from each other, almost
as if they constituted distinct diseases, so to speak, requiring different
treatment, even though they may appear together in the same case. We
must, therefore, distinguish between " variations'' and " fluctuations" of
load. I would use the term variation to designate the effect caused on
the station plant by putting on or taking off a certain number of cars;
and the term fluctuation, to designate those incessant and erratic ebbs
and flows of current which are so familiar to us all, due to the starting
and stopping of cars, changes of speed, grades, etc. The variations of
load are defined as changes in mean or average rate of production for a
given period of time; the fluctuations of load are defined as changes in
rate of production from one instant to another. The distinction between
the two will be more readily understood by reference to the accompany-
ing load diagrams.
Figures i and 2 show load diagrams from the Minneapolis Street Rail-
way Company's station, which I have reproduced from the Transactions
of the American Institute of Electrical Engineers, my reason for select-
ing them, in preference to others, being the care and precision of meth-
ods followed in preparing them by the authors.*
Figure 3 shows a load diagram reproduced from a paper on " Electric
Railroad Construction and operation," by C. J Field. f
These figures can be compared with figures 4 and 5, which show load
diagrams of an incandescent lighting station.
Taking the lighting station diagram in figure 5, which more nearly
♦Electric Railway Motor Tests, by Prof. Geo. D. Shepardson and Edw. P. Burch,
Transactions of the American Inslilute of Electrical Engineers, Volume IX, p. 579.
(1892.)
tRead before the National Electric Light Association, Montreal meeting^. Septem-
ber, 1891.
(ptiwd^^^
<;()(
represents the usual condition of affairs in lighting stations, it is seen that
the momentary irregularities (or fluctuations) are trivial in comparison
with the changes (variations) of load from hour to hour, or from one part
of the day to another. In the railway plant load-diagram we observe a
series of ups and downs following each other more or less irregularly
every few minutes along the whole day. These seem like tluctuations
as compared with the irregularities in figure 5. Yet if we go into details
and magnify (see figure 2) the diagram by plotting the readings for every
few seconds, instead of minutes, for the whole load, and also for some of
the feeders separately, we readily see that the irregularities in figure i
are variations by comparison with those in figure 2. However, the term
fluctuation should, in my opinion, include both the "waves" and tlie
'* subwaves," while the term variation should be restricted to the "bil-
lows." It is proper to note that the waves and subwaves above men-
tioned are relatively more numerous and marked in smaller than in
larger railway power plants. The greater the number of motors supplied
from a given source the less likelihood is there of the load being thrown
on or off in such large proportions. The lead then " averages itself," to
use a current expression. Thus in figure i, where the number of motor
cars represented is large, about 140, the load from 7 a. m. to 9 p. m. oscil-
lates most of the time between 1,000 and 1,400 horse power, or 20 per
cent above and 15 per cent below ,1,170, which is the mean power rate
lor the whole day's run, excepting about 6 p. m , where a " wave " begins,
lasting a couple of hours, during which the load reaches higher points,
in some cases up to 1,750 horse power, or about 50 per cent more than
the mean power for the three days' run.
In figure 3, where the number of cars was less than fifteen, the load
ranged at different limes between So horse power, or about 50 per cent
below, to 3S0 horse power, or over 200 per cent above the mean load
(about 170 horse power). The cases are numerous where the load falls
down to zero, or runs up to two or three times the average load, in the
course of a few minutes. These fluctuations cost the railway companies
money in three ways. First, because the^' involve the use of generating
machinery of greater capacity than would be required if the machinery
were operated at a constant uniform load; second, because the deprecia-
tion is greater; third, because the efficiency of the machinery is lower.
The first two points are well understood. The third requires a slight
analysis. The use of engines and dynamos greater than would be
required for the mean load increases the percentage of energy spent in
the engine and dynamo to overcome friction and also to energize the
field magnets, as the friction load and magnetising energy (neglecting
hysteresis and Foucault currents) must of necessity increase with the
size of engine and dynamo. By courtesy of Mr. W. S. Barstow, super-
intendent of the Brooklyn (N. Y ) Edison Illuminating Company, I am
enabled to publish (figure 6) two curves (A.. B.) showing the percentage
of the total indicated horse power which can be obtained at the dynamo
brushes imder different loads. Curve A shows the performance of a ver-
tical engine direct connected to a pair of multipolar (100 kilowatt) dyna-
mos; while curve B shows the performance of a high speed engine
belted to two (70 kilowatt) generators, both engines being compound and
tested as nearly as possible under identical conditions. These curves
show that by the time the load has fallen 40 per cent the efficiency drops
very rapidly.
Now, considering a little more closelv the engine itself, several authori-
ties have called attention to the extreme variations in steam consumption
per indicated horse power hour at various percentages of load, which is
the real measure of the engine proper. Cases are not rare where the use
of engines too large, but rendered necessary owing to the severe fluctua-
tions to be compassed, have consumed from 10 to 15 per cent more steam
than they would at normal constant load. The total loss, of course,
includes the loss in the engine cylinder as well as that due to mere fric-
tion. If the steam consumption is, say, 20 per cent greater than it should
be per average indicated horse power, and if the engine and dynamo util-
ize 15 per cent less of the indicated power than they would if of more
suitable size and running under better conditions, the next efliciencv will
be the product of these two factors; or we might say, in that case, that
only about seven-tenths of the steam is utilized. This means that if the
same steam could be properly utilized it would do some 40 per cent
more work.
It is for the purpose of better utilizing and economizing this power
that the storage battery is proposed to be used, by taking advantage of its
property ofbeing able to *'give and take" energy, and thus keep the load
balanced and equalized at all times. The principle of its action is that
it can be made to absorb energy from the circuit (or the dynamos) or
give it back in any desired amount, so that absolute control may be had
of the total load imposed on the generating machinery independently of
the rate at which the energy is consumed.
USE IN LIGHTING STATIONS.
The use which has already been made of the storage battery for regu-
lating the load in the central stations for electric lighting service is quite
extended. It is thought that a brief reference to some ofthem will be of
interest and utility.
Bv courtesy of Mr. R. R. Bowker, vice-president and manager of the
Edison Illuminating Company, of New York, and with the kind assist-
ance of Mr. William L. Pakenham, of the Crompton-Howell Electric
Storage Company, Limited (of London), your committee is enabled to
reproduce two interesting curves, showing the performance of a Cromp-
ton-Howell storage battery (140 cells, 51 plate elements) which is in use
at the Edison Illuminating Company's Fifty-third street station. This
case is__detailed first — although it might properly come last — because
these very curves will serve to make the function of the storage battery
more evident and intelligible. Some explanations should be made
regarding the conditions of the case. This Fifty-third street station is
one of the supplemental provisional stations, as it were, that the company
has built in various parts of the city to help its larger stations (Thirty-
ninth street, etc.), in supplying the rapidly increasing demand for current.
These stations, at first comparatively small in capacity, gradually develop,
and eventually become large stations, when the patronage justifies.
Their chief function is to relieve the other stations at the hours of heavy
load, by delivering into the mains a certain amount of current that
would otherwise have to come, and at greater loss or "drop," from one
or another of the stations connecting with the network of mains. Hence
the load may be varied more or less arbitrarily, at these stations, accord-
ing to the proportion of load that the larger stations are desired or able
to carry. Telephonic or telegraphic connection serves to keep the van- _
ous stations informed of the conditions at the others.
The storage battery, like the station itself", was installed provisionally
and by way of experiment, as it were, without paying very strict atten-
tion to the size, capacity or other conditions necessary to obtain the best
results.
The battery is installed on the second floor above the engine and
dynamo room, and consists of 140 cells, each of about 1,000 ampere hour
capacity, weighing some 750 pounds, and of about 48 inches in length,
2! inches in width and 15 inches in depth.
The battery has a normal discharge rate of about 200 amperes, but can
be discharged, if necessary, at 500 amperes. The two curves show dif.
ferent applications of the battery. The first curve (Figure 4) shows the
station record for April 22, 1S93. The station was then running only
twelve hours per day, or from noon to midnight. The total load of all
the stations, being light in the afternoon, the larger stations could easily
take care of it; hence, the only station load from 12 to 5:45 p. m. was
that required to produce only the charging current for the batteries.
The plant was running at perfectly constant load, as shown by the
straight line, a b. The lightly shaded area below this line represents the
current (ampere hours) put into the battery. By 6 p. m both the station
machinery and the battery were delivering current into the mains. The
curve, b d e f g, shows the total current- The curve, c h j k g, shows
the amount delivered by the dynamos direct; the rest, or the difference
represented by the relative heights of the two curves at any two points,
(say h and d) was supplied from the battery. The heavily shaded area
between the two curves represents the amount of current put in by the
battery. Calculation shows that the battery furnished about 23.2 per
cent of the total energy delivered to the mains. The maximum rate of
discharge attained by the battery was about 270 amperes. Thus, in this
case, we have an example of a battery which is used for the purpoie,
first, of giving a load to station machinery that would otherwise be idle;
second, utilizing the stored energy to increase the rate of output of the
station at the time of heavy load, which would otherwise necessitate
greater dynamo capacity. In the second curve, five months later, the
conditions have been changed. In the first place, the station output has
increased greatly, being now about 2.9 times greater, and it is also con-
tinuous ; i. e,, instead of delivering current into the mains only from 6 to
1 1 :45 p. m., as in the first case, the current is now delivered continuously,
at varying rates, represented by the curve, abcc'c'^efg. The station
now runs from S a. m, one day to about 2 a. m. the next day, or eighteen
hours. When it starts at 8 a. m. it carries a two-fold load; first, the
regular load allotted to this station, shown by the curve, c c' c" e; and
second, in addition, the load represented by the curve, d d' d* e, which
is the current absorbed by the batteries in charging. It is to be noted
that the total load is much more uniform than if the station were feeding
into the mains alone, for the extremes cf current fluctuations shown by
the cui-ve, d d' d" e, represent a total variation of only So amperes on an
average load of 850, or less than g^ per cent.
I have been informed within the last few days, by Mr. Parkenham,
608
(2)l?i^t5\aiW<iy"lJ^Vl^
tliat the battery is now being made to plaj an additional part of some
interest. The maximum load (f) has increased to such a point that the
station plant is no longer adequate; and consequently the battery is put
on to "cap'' the summit of the load, and supply the ex .ess of current
required above the capacity of tlie dynamos. When the load begins to
fall off (about midnight) a part of the plant is shut down; but since the
load is still too heavy for the other dynamos, the batteries again serve to
supply the excess (from g to h).
There is only one other case in this country, namely, the Edison sta-
tion at Germantown, Pa., where storage batteries are used as load equali-
zers. The total capacity there is of about i,ooo ampere hours, made up
of several series of small cells connected in multiple. The battery is
charged during the six or seven early morning hours when the outside
load is verv light. It stands idle during the heavy load in the evening
and is discharged to carry the load after the plant shuts down. In this
case the battery saves the expense of running the plant during the period
of small load Additional capacity is contemplated by the company and
will probably be put in this winter.
fW A large battery is being installed at the central Edison station in Bos-
ton. This battery, of German manufacture (Tudor), will be by far the
largest in this country, the cells being over twice the size and capacity of
the battery of those in the Fifty-third street (New York) station referred
to above. Its adoption was decided upon after a special study made of
the use of storage batteries in European central stations, by Mr. C. L.
Edgar, the superintendent of the company. The Brooklyn, N. Y , Edi-
son station has also in contemplation the use of a similar battery.
It is in Europe, however, that the use of the storage battery in central
stations has made the most headway.
In the city of London alone there are no less than eight stations sup-
plying current for lighting, in which storage batteries are depended upon
for part or the whole of the load carried. The aggregate actual capacity
of these stations is some 200,000 lights (sixteen candle power). In many
cases the batteries are not located in the generating station, but at sub-
stations suitably located with reference to the consumers. The charging
current is sent to the batteries at high potential, several sub-stations
being joined in series for tlie purpose of charging.
In Paris there are some twenty or thirty such sub-stations located in
various parts of one section of the city, and all charged from the same
central station.
In the " Edison section'" of the city an interesting application is made
of a large (2,800 ampere hours) battery which is located at a point some-
what distant from the central station, and connected with the mains from
which it is charged at those hours when the load is light, by taking cur-
rent from the mains themselves; the potential being regulated by means
of a continuous current transformer. In this way a considerable amount
of energy can be sent at a low rate and, therefore, at small loss or drop
of potential. This energy is used for maintaining the pressure in that
portion of the mains and for delivering a certain amount of current
which would otherwise have to come from the station over heavily
loaded feeders (in the busy hours), and at greater loss of potential. Thus
the battery, in this case, saves the cost of larger feeders, while it also
furnishes a load for the hours of small load.
This plan suggests itself as of possible service in electric railway sys-
tems covering a large area of territory, all fed from a single central sta-
tion. The batteries could be located at distant points, or at such points
as would give the best distribution of current to the trolley lines with the
least expensive line work. The station machinery would then virtually
work at constant load to feed the batteries, which latter would supply the
power needed for the car motors. In this way not only would an econ-
omy in the cost of conductors be effected, but there would be more uni-
formity of potential all over the system.
The city of Toulouse, France, affords another interesting case of the
use of storage batteries at sub-stations^fed from a central station, oper-
ated by water power (320 horsepower). In this case the feeders would
not be sufficient in size to carry the whole current supplied direct from
the station. At tlie hours of full load the batteries in the sub-stations
discharge into the mains, thus obviating the transfer of current at the
increased drop due to full load, and increasing the plant output. As soon
as the load falls off and there is power to spare, one of the feeders is iso-
lated from the system and used for feeding the charging current to the
batteries.
The steadying influence exerted on the potential by the use of a storage
battery is clearly shown by the record of a registering potential indicator
shown in figure 7. This record was taken at the central station, Lyons
France, where a storage battery is used in connection with the generat-
ing plant.
The vertical distances Indicate volts. It is seen that from a to b, or
from 3 to 7 p. m., when the battery was disconnected, the potential shows
considerable irregularity. At 7 p. m., when tlie heavy loads come on
the battery is put in use to supplement the dynamos, and it remains in
circuit until 11:45 p. m. '^'^^ station current, which is supplied to sev-
eral concert halls, theatres, etc., varies anywliere from 1,200 to 1,400
amperes (of wfiich the battery furnishes 100 to 200), and yet the pressure
for this period of the run is absolutely constant, as indicated by the
straight line from b to c, thus showing the equalizing influence which the
battery exerts upon tlie circuit.
The following table gives some additional stations where storage bat
teries are used, with various data relating to them, the source of informa-
tion being indicated by foot note in each case:
H
51
|.s
Rate.
Quantity.
-a
0 ^■
c a
55
Battery
Factors.
w
3 .4.
0 N
11
C 3
>. ^■
Q
Delivery
Ciipacity ' in
Kilowatts.
Average
Daily Out-
put in Kilo-
watt hours.
I.,ocation
of
Station.
Rate
of
Deliv-
ery.
Quan
tity
or
Out.
put
Remarks.
Dyna
mos.
HaU
tery.
Sta-
tion.
Bat-
tery.
6000
91)00
4000
6000
2000
2000
1500
.360
737
188
105
108
80
60
4:)8
113
840
r
Hamliiirt;*
1«5
193
140
6
18 hrs. with-
(
vision.
187
52
.... 1
"ib"
tions .
Gas Engine.
Gavelsberg* .
33.6
23
22
22
a?
HullJ....
974
132
425
Hanovcr§ —
14000
.479
.104
.436
6 to 8
Battery
runs 16 to 18
hours.
* K Hedges Continental Electric Light Central Stations.
+ Electrical Review, (London) April 21, i8>3.
J Electrical Review, (London) May 12, 1S93.
§ L'Industrie Elect,, August 25^ 1S93, page 581.
The Hanover (Germany) station is the only one of which all the data
under the various heads could be obtained. It is to be regretted that the
corresponding data could not be obtained for all the others, as the infor-
mation conveyed would be valuable to engineers. The Hanover station,
to which reference will be made further, is an interesting case from the
fact that it is comparatively large and has been in operation for several
years.
Mr. Pakenham has kindly given me a list of some sixteen stations in
England alone, using the Crompton-Howell battery with an aggregate
capacity of some 900 kilowatt hours. There are also other stations in
France, Italy, Austria and England, some of them large and of great
interest, where storage batteries are used as regulators. No attempt was
made by your committee to secure a comprehensive statistical list of
them all, as it was thought that those cited would suffice to establish
thoroughly the fact that the use of storage batteries is no longer an
experiment confined to a few isolated central stations. These stations
include cases where steam engines, gas engines, and water power are
used
BATTERIES USED.
The data which your committee has been able to obtain regarding the
storage batteries used in the applications just noted, are not as full and
complete as could have been wished Even some of those promised
have not yet been received. However, enough information has been
collected to demonstrate the fact that there is a wide difference and dis-
tinction between the storage batteries used for these applications, and
the storage batteries with which the American street railway engineer
and manager are familiar. The experience had in America with storage
batteries would naturally lead one to expect that very radical improve-
ments would be necessary to render these extended applications feasible
and successful-
The close study and analysis of the evolution which the storage bat-
tery has undergone under European auspices indicates, however, no
evidence of any great radical daparture in principle or construction.
The results attained seem rather to be the fruit of a thorough, compre-
hensive study and appreciation of the requirements of the cases, where
they are to be used, of the limitations of the batteries themselves, and of
the conditions requisite to make their employment successful. It must
be admitted that the conditions are eminently more favorable in the
case of stationary batteries than in the case of port;tbIe or of traction
batteries, to be carried by the cars themselves; for the limitations of size
and weight in relation to capacity are not serious or do not exist at all,
to say nothing of the advantages realized in other respects. It is recog-
nized, as a condition of success by the Europeans, that too much must
not be expected in these respects, as too frequently has been the case
(^tied.lf^ailM^5^ymV*
609
and that the principal objects to attain are long life and high efficiency,
even at the expense of increased first cost. Instead of attempting to
obtain ten ampere hours per pound of battery element, the manufacturer
limits himself to two, three, or at most, four. This makes a greater pro-
portion of grid or frame to active material; but it also adds to the solidity
and endurance of the batttery.
The Planie process of formation and its modificatians would seem to
have proven themselves superior to the pasting or Faure process, if one can
make a criterion of the fact that at least nine-tenths of the aggregate of
the central station batteries used are of the Plante type, or some modifica-
tion thereof. The Plante batteries are conceded to be, usually, of lower
capacity per pound ; but on the other hand they have the advantage of
being able to carry heavier rates of charge or discharge. The battery
plates are made of much larger size than usually made in this country,
and only a few sizes (often only one) are made; the various capacities
of cells being made up by adding the requisite number of plates. This
simplifies the matter of extension. The cells, usually made of tarred
wood lined with lead, rpay be provided larger than at first necessary ;
and, as required, more plates can be added to each element to increase
its capacity. The practice of coupling separate groups in multiple is
not much followed, and in fact is usually condemned, although there is
no reason why it should not succeed when suitable means are provided
to insure proportional action in all the groups at all times.
CAPACITY.
There is probably no storage battery cell on the market, of American
manufacture, having as much capacity as 500 ampere hours. In Europe
they can be procured up to five thousand ampere hours capacity. A
cell of the latter capacity, weighing complete some 4,750 pounds, size
about 36x39 inches, height about 40 inches, gives an idea of the scale
on which the use of storage batteries in European central stations is
carried on. It may be added that a further idea of the scale of operation
is obtained by examining the plans of central stations, such as that of
Hanover, where a separate building with four floors, about 70x35 feet
is reserved for the storage batteries. The capacity of the batteries is
rated on a more scientific and rational basis than has been the custom in
this country. It being a well known fact that the capacity is lower
when the discharge rate is increased, the practice is adopted of giving
the capacities which the same cell will give under different rates.
To illustrate this a series of curves have been prepared, which are pro-
duced in Figure S, showing the capacities of various sizes of the "Tudor"
batteries (made at Hagen, Westphalia). Each curve refers to one size of
battery. The upper end of each curve gives, on the horizontal scale, the
capacity of the corresponding size when discharged at such a rate that
its whole capacity is utilized in ten hours. The lower end gives the
capacitv for three hours's discharge. The intermediate points give the
capacities at other rates (3, 4, 5, 6, etc., hours). The rate which is usually
adopted as a general basis of comparison, estimates, etc., is that of the
seven hour discharge, the corresponding capacities being obtained from
the point where the curves cross the seven-hour line, which is shown
thicker than the other lines. These batteries are all made from "unit
plates" of like size and capacity and, as might be expected, the batteries
have the same percentage of normal capacity for all sizes of cells.
The curve in Figure 9 shows these percentages for varying rates. In
the diagram the seven-hour discharge is assumed to give full capacity
(or 100 per cent). If the battery be discharged faster the capacity is less
than usual (100 percent); if slow it is more. The two curves, A, B,
relate to the same values, from data obtained from distinct sources; the
results being, as seen, fairly concordant. It will be found that the per-
centages calculated, for any size of cell, from the curves in Figure S,
will fall on or near the line A, in Figure 9. Hence, by bearing in mind
the percentage for any rate of discharge the capacity of any size at this
rate can be calcula'.ed
In the diagram (Figure 9A) the same curve as A is plotted out (A) on
smaller scale of percentages. Another curve is also added, showing the
percentages of capacity of the Cromplon-Howell battery. While either
battery may be discharged at rates up to nearly full short circuit in
emergency, the Tudor battery is not guaranteed for any discharge rate
faster than three hours. The Crompton-Howell battery, however, may
be discharged in an hour. The capacity of the latter, it is seen, falls to
about 50 per cent on one hour discharge. .Such extreme rates are not
therefore to be recommended, and their use is limited to emergencies,
where they are often of the greatest value. The ability to increase the
rate of delivery 100 to 500 per cent in case of emergency, is indeed one
of the qualities which recommends the storage battery for central sta-
tions, as there is no other generating outfit that can possibly approxi-
mate such extreme rates. In such cases the convenience is of far greater
moment than the efficiency of the device.
The term capacity, as applied to a storage battery, really denotes the
total quantity of energy which the battery can deliver, and must not be
confounded with the term capacity as applied toa dynamo, which denotes
the rate of delivery. The battery capacity, although designated usually
in ampere hours, may also be designated in kilowatt hours, which is the
product of the capacity (ampere hours) by the average voltage during
the discharge, divided by 1,000.
EFFICIENCY.
This should not be confounded with the capacity.
If the values for ampere hours in figure 9 were replaced by the watt
hours, the resulting curves would show the percentages of efficiency.
The efficiency involves the loss in voltage as well as of current quantity,
for it is well known that the voltage is reduced as the rate of discharge
increases. Your committee could not procure sufficient data to prepare
such efficiency curves from. However, as the variation in voltage is
slight in comparison with that in ampere hours, at different rates, the effi-
ciency percentage curve would resemble and approximate closely to the
capacitv percentage curves in figure 9. The curve for the Crompton-
Howell battery would, however, show some improvement as compared
with the Tudor curve, owing to its smaller loss of voltage at all rates of
discharge.
Your, committee, however, thinks that the most satisfactory report on
this point is to refer to the results obtained in actual practice, covering
long periods-
At Lyons, for a period of one month, the efficiency obtained by meas.
uring, with a watt meter, the energy spent in charging, and the energy
drawn out from the battery was over 85 per cent. In Hanover, the effi-
ciency of the battery for one entire year, measured the same way, was
78.4 per cent. At Dresden, Germany, the efficiency for a year was 78
per cent. In the Fifty-third street station the watt hour efficiency has
been over 85 per cent, the percentage which was guaranteed by the
Crompton Howell Company.
It is conceded by all authorities that an efficiency of 75 per cent can be
expected of such batteries, and that under normal conditions it may reach
So per cent, or more
It is proper to distinguish between the station efficiency and the bat-
tery efficiency, for a battery loss of 25 per cent does not necessarily mean
a loss of 25 per cent of the whole power. If the battery, as in most
cases, supplies only one-fourth, or less, of the whole output (in watt
hours), it is that portion alone which the loss of the battery affects. Even
in Hanover, where the proportion of the battery output is comparatively
high (53 6 per cent of the whole), the total loss entailed by the battery
is only 9 4 per cenl of the whole energy produced by the plant.
INITIAL COST.
Your committee has found it very difficult to secure complete data as
to the initial cost of central station batteries.
The cost is relatively greater for small cells than for larger ones, since
the cost of the containing vessel and of setting up the cell does not
decrease with the size.
In Figure 10, the curve, A, shows for the different sizes the list costs
per kilowatt hour capacity of Tudor batteries, f. o. b., at the works,
including packing The discount allowed could not be ascertained with
precision. The curve, B, shows the cost of Crompton-Howell batteries,
erected, in London (the cost of erection being about 10 per cent). The
curve, C, is the same cost, with 20 per cent added, which is estimated
to be the approximate cost, delivered and erected, in New York. The
dotted average curve, D, is added for convenience of comparison with
A. The irregularities in the curves, B, C, are due to the transition
from one type of plate, and also to the cost of containing vessels, which
varies irregularly.
The Electric Storage Battery Company, of Philadelphia, which is
about to put on the market some large central station cells (up to four
kilowatt hours) of a type already in extensive use in France, informs me
that it expects to reduce the cost to $25, f. o. b., per kilowatt hour
capacity. The total cost, erected, would be from I30 to $35. according
to distance, etc. The cost of imported batteries, erected, would probably
range, according to size, from $40 to $65 at the present time.
MAINTENANCE.
The maintenance is generally guaranteed by the manufacturer for a
fixed annual percentage. At first this percentage was as high as 10 per
cent. It was found, however, as the result of improvements that this
percentage could be reduced safely. The present ruling cost of mainte-
nance is about 5 per cent per annum for a ten year guarantee. In every
case it is stipulated that the battery will be put in as good condition at
the end of the ten years as when first installed.
010
(^lA£d/9\ailAV^U^ylW'
Mr. W . S. Barstow, superintendent of the Brookl^-n Edison station
who visited several battery stations in Europe, has informed me that int
some instances the lighting company has found tliat it could itself under-
take the maintenance, and effect a saving, which fact he was allowed to
verify by access to the accounts, the cost being in some cases as low as 4
per cent for a period of several years. The Tudor battery, installed in
the Edison section already referred to, is stated to be under a ten year
guarantee at 3.5 per cent per annum. Mr. Packenham has given me
figures for some Crompton -Howell installations, where the cost of
maintenance was only about 4 per cent. There being no instance of a
storage battery used in railway stations, the cost of maintenance under
the conditions which obtain there, cannot be ascertained, and can only
be conjectured. It would appear, from consideration of the new condi-
tions involved, that the depreciation must necessarily be greater; and
that not less than 121^ per cent or even 15 per cent should be taken pro-
visionally as the estimated cost of battery maintenance in railway
power stations.
CONDITIONS OF USE.
Your committee has noted, in every case investigated, a scrupulous
attention to details, large and small, of the installation of the batteries
and of their care and treatment, which contrasts greatly with the way
storage battery installations have been usually treated in this country.
This may, and doubtless does, account in part for the difference in results
obtained. Great care is taken to have the battery perfectly insulated,
and to see that the plates are equally spaced, equally formed and equally
active. The purity of the water and of the acid used is carefully watched,
the strength and quantity of solution is carefully regulated, and, finally,
care is taken that the battery is properly and fully charged. Some form
of watt or coulomb meter is always used, as a means of determining the
efficiency, and often as a means of controlling ihe amount of charge to
be put in.
The information which your committee has gathered on this point,
from all sources, seems to warrant the conclusion that storage batteries
require attention, not necessarily extensive or expensive, but regulated
or systematic attention.
SERVICE PERFORMED.
It has been shown by the above examples that storage batteries can be
adapted to various purposes in central stations or sub-stations. The
primary reason for their use is. of course, the possible gain to be obtained
through them. This gain may consist in a saving of initial cost of labor
or of power, or it may take the form of an increased revenue that could
not be obtained otherwise.
The saving in initial cost is often the principal object aimed at. In
places where the load comes on rapidly at certain hours, reaches a very
high value for a short tiine, and again quickly drops down to a low point,
(somewhat as in Figure 5) the dynamo capacity will be taxed to its
utmost for a short period, and most of it will be idle the rest of the time,
while even the portion kept running may be so underloaded as to impair
its efficiency greatly. In the case of direct coupled dynamos, now being
adopted extensively, the reduction of efficiency at light loads is much
more serious. (Compare curves, A B, Figure 6). In such cases, it often
turns out cheaper to use a smaller generating capacity and introduce a
storage battery, which serves the double purpose; first, of giving a load
to the dynamos, when the consumption is light, thus keeping the machin-
ery at its highest efficiency and earning capacity ; second, of supplement-
ing the machinery when the load begins to rise above the capacity of the
machinery.
In the case of a lighting station using underground conductors, which
are usually expensive, the saving in initial cost sometimes becomes a
very important consideration. These sub-stations containing batteries
then answer a useful purpose. If the energy is produced and sent to the
distant point just as it is consumed, it is clear that the feeders must be
proportioned for a given "drop'' at the highest load, and every change of
load will change the drop. On tlie contrary, if the energy can be pro-
duced and sent ahead and stored near the point of consumption, a much
smaller feeder will answer the purpose, and the longer the time taken in
sending the supply the smaller the rate is, and consequently the smaller
the feeder may be. Incidentally, the battery serves just as before to give
a load to the station during the liours of light load. It also serves to
equalize the pressure of the mains in its neighborhood. The saving of
labor is, in some cases, an important consideration. There are many
cases, such as at Kensington Court sub station, in London, where the
plant is shut down, the station locked up and the load taken care of
entirely by the storage battery, for several hours. (;ibout six in this case)
The gain from increased revenue, by the use of storage batteries, is
effected in cases where the supply of power is continuous but limited,
usually water power, but also in the case of gas engines which, It may
be said by the way, are coming into use in central stations in Europe,
particularly in Germany. In the case of water power, the storage bat-
tery enables the power of the whole twenty-four hours to be prepared so
as to be ready for delivery during the comparatively short period of full
load, if desired.
In all of the above cases, the cost, efficiency, depreciation, etc., of the
battery, on the one hand, and the value of the benefit to be derived,
must be carefully weighed, in order to determine the relative size, etc ,
of battery that is best suited for the purpose, it being evident that where
power costs little, the loss in the battery, for instance, is of less conse-
quence than where power is expensive.
APPLICATION TO ELECTRIC RAILWAY POWER STATIONS.
The abundant evidence which your committee finds of tlie usefulness
of storage batteries in central stations for electric lighting, makes it
natural to presume that they can also render good service in electric
railway power stations. Your committee had hoped to be able to pre-
sent at this meeting, some practical results, tending to show whether o
not this presumption be warranted, but no amount of argument or per-
, suasion has availed with the street railway managers who were
approached, so great is the disrepute into which the storage battery has
fallen in this country.
The object aimed at is the same in this case as in lighting stations —
economy, especially of initial cost and of power. The conditions which
the storage battery must meet, however, are scarcely the same; they
even vary considerably in different cases, especially according to the size
of the plant. The problem is to determine what the power will cost
with and without the use of a storage battery in any case. The initial
cost of the storage battery will primarily depend upon two things : First,
the total maximum quantity of energy it will ever be called upon to
deliver, i. e., its storage capacity, say, in kilowatt hours; and second, the
maximum rate taken in any convenient unit, say kilowatts, at which the
energy will be put in or drawn out. Sometimes one of these factors
sometimes the other, alone, and sometimes both together, will influence
the size of battery to be used for a given case. Your committee has
found it convenient to designate these as tha "battery factors," calling
the first the battery "quantity factor," and the second the battery "rate
factor,'' in which case they are expressed as ratios. Thus the quantity
factor is defined as the ratio of the quantity of energy to be drawn from
by the battery, to the total quantity to be furnished to the (trolley) cir-
cuits under maximum conditions, while the rate factor is defined as the
ratio of the current to be furnished by the battery to the total current,
also under maximum conditions.
There are also other "factors'" to be considered, the station lactors, a
most important one among which is that to which an eminent English
electrical engineer, Mr. R. E Compton, (of the Compton Howell Com-
pany), has given the name of load factor. If, in Figure i, we take the
dotted line to represent the mean or average load at which the plant,
when worked constantly for the total run, would develop the same total
amount of energy that is represented by the load curve itself; and if we
draw another line higher across the diagram, to represent the mean or
average load which the station plant could carry, when worked for the
whole run at its full normal capacity; then the ratio of the height of the
first line to the height of the second line is the "load factor," or the rela-
tive proportion of the actual output to the possible output or earning
capacity of the station.
If in Figure i we take 2, 200-horse-power as the total capacity of the
station (although it is in reality higher in Minneapolis), then, since the
mean load (a b) is 1,168-horse power, we find for the load factor the value
of 53.2 per cent, which translated into business language, means that
the plant has only 53.2 per cent of the earning power it ought to have
for its size and for the interest and depreciation which has to be paid for
it per annum. The smaller the power station, as a rule, the smaller this
load factor, and consequently the greater the proportion of " idle "
capital investment. This is not the worst feature of the situation, how-
ever. The loss of economy entailed in running machinery at lower
capacity, which is notable even when said light loads are constant,
becomes serious when they are also fluctuating to the extent that obtains
in railway plants. Under those conditions the engine is not quietly, but
openly " knocking down " on the coal pile, so to speak.
Let us take for instance the load diagram in Figure i, which shows
by calculation a total output for the day of 23,260 horsepower hours.
Actual tests made at this station* show a steam consumption of some
* " Performance of Street Raihv:iy Power Plants," an interesting- paper by W. A.
Pike and T. W, Hugo, read at Internatiunal En^'-ineering Congress at Chicago,
August 3, 1893.
I
DIAGRAMS REFERRED TO IN PAPER ON STORAGE BATTERIES IN CONNECTION WITH CENTRAL STATIONS.
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611
21 ;; pounds per horse power hour with engines (compound condensing;)
that would easily do the same work with ]6_J2 pounds, or 5 pounds less, if
doing this work at uniform steady rate. Here then is a case where the high-
est engineering skill and material have apparently been used, with a view-
to securing the highest economy ; where in a word, the conditions are prob-
ably more favorable than in three-fourth of railway power stations,
taken as they come; and yet the fuel consumption is still some 30 per
cent greater than might be. This means, for the whole output of the
day, 1 16.300 pounds more of water to be evaporated, equivalent, as the
boiler tests indicate (9.8 pounds of steam per pound of coal) to 5.3 long
tons (2,240 pounds) of coal.
Your committee fiiids in the same paper some valuable corroborated
evidence of the great intluence which the character of load has on the
efficiency of the engine. In a station where the steam consumption was
found to be 29.2 pounds per horse power hour under the conditions of
the actual service, the authors found that it was only 22. 5 pounds, when
the same engines were run on a steady constant load which they
specially provided and arranged for the test. The (compound) engines
in this case are of a type which is claimed to be more efficient than most
others, under the fluctuating loads. Yet the steam consumption on
fluctuating loads is still about 30 per cent higher than it would he on
steady loads. One might well shudder to think what the steam con-
sumption must be in stations not having such efficient machinery.
Turning now to the storage battery as the proposed remedy for these
evils, it is apparent on business principles that one wants to use as small
a battery as will serve the purpose, for it is an expensive medicine, owing
to its high initial cost and to its depreciation, which, though low enough
in lighting stations, must be taken higher in this case for the present and
until practical results in railway power stations have indicated the exact
percentage.
We must first determine the battery factors. In lailway power sta-
tions the rate factor will usually be much larger and the quantity factor
much lower relatively than in lighting stations. Hence the size of a
battery required is more apt to depend on the rate factor, while in case
of lighting stations the reverse is usually the case.
It may happen, indeed, that although the actual capacity needed is
quite small, a larger battery must be used, nevertheless, simply because
the smaller one could not be charged or discharged at sufficiently high
rates. In lighting stations, on the contrary, if the battery has the requi-
site capacity its rate factor is generally (not always) adequate for the
case. As the extreme rates 01 charge and discharge would be either
momentary, lasting from a second to a few minutes, in batteries used on
rail way circuits, a much greater latitude could doubtless be allowed in
this respect. Taking the current rate for seven-hour discharge as nor-
mal, it is the opinion of your committee that these rates could be safely
doubled for short periods. Provisionally, however, a rate corresponding
to four-hour discharge may be taken. This establishes a relation between
the rate factor and the quantity factor, for, in order to be able to count
upon a certain rate of delivery we must provide a capacity sufficient, in
every case, to maintain this rate for four hours. Hence, given the rate
of delivery in kilowatts, the battery capacity in kilowatt hours must be
four times that number, or given the capacity, the highest allowable rate
will be one-fourth that number. In figure i the line A B represents
the load which the engines would carry to do the same work at con-
stant and uniform rate, working twenty hours per day instead of
twenty-two. This mean load is 1,168-horse-power. For twenty-two
hours it would be 1,057 horse-power. In order to be able to run the
plant continually at either rate, the battery must be adequate in capacity
and in rate to supply all the power necessary when the " waves " rise
above the mean load, and it must be capable of absorbing all the energy
required to keep the load up when the waves or " billows '' fall below it,
especially at the beginning and end of the run. It is easily shown that
under such conditions the annual cost of the battery would be greater
than the annual value of the gains derived by its use. Let us see how-
ever, if the conditions can be varied slightly, so as to reduce the cost of
battery and still retain its advantages as a load equalizer and compensa-
tor. We will assume that the plant is to be run twenty hours per day,
two shifts often hours, starting from 5 a. m. with about Soo-horse-power
and running for an hour, then running from 7 a. m. until ion m. at
1,300-horse-power, then running again at 7oo-horsc-power until i a. m.
— the end of the station run. Ttie cars running after the plant stops, or
during the night, and those running before the plant starts, would draw
their current from the storage battery, a feature not without its merits.
When the plant would start at 5 a. m, it would deliver some 500 horse-
power into the batteries, the rest being sent out direct on the lines. By
6 a. m."the lines would absorb about the whole 800 horse power and
consequently, the generating output would be raised to 1,300 horse-
power, which point the load soon reaches, so that by 6 30 the battery has
not only stopped charging but has even discharged for several minutes,
to take care of the excess of load above 1,300 horse power. From that
time until about 5 30 p. m , the battery is ebbing and flowing, the differ-
ence between the total amounts of charge and the total amounts of dis.
charge being very small. About this time, however, the battery would
begin to discharge, and by 6 p. m. it would be carrying the 450-horse-
power load, that being the excess of total load (i,750-horse-power) above
the engine load, which, as stated, is to be kept constant at 1,300-horse.
power. At 9 p. m. tlie load falls under 1,300-horse-power and the bat-
tery begins to receive a charging current again. From 10 to 12 p. m.,
the output being reduced to 800 horse-power, the batteries will, as the
curve indicates, charge and discharge in turns. From 12 to i the bat-
teries will be mostly charging.
The quantity factor, by calculation, is some 6 per cent; or, if we
selected a battery by this factor, it would have a capacity of 6 per cent of
the total daily output (23,260 H. P. hours), which is about 1,400 H. P.
hours. The rate factor is about 27.8 per cent of the maximum rate
(taken at 1,800 H. P.) This is 500 H. P., and at the least capacity
allowable will be four times that number, the resulting capacity required
is 2,000 H. P. hours. Therefore, the battery factor compels us to take a
capacity some 43 per cent greater than the quantity factor shows to be
actually needed. This means in practice the battery will not be dis-
charged fully at any time, except in emergencies, for which it has a
reserve sufficient to carry a load of 500 H. P. for over an hour. A
capacity of 2,000 H. P. hours is theoretically equivalent to 1,492 kilo-
watt hours, but as a H. P. hour, at the engine, would represent not over
0.S5 electrical H. P. hours, it follows that the practical equivalent capac-
ity of battery is 1,275 l^ilowatt hours. Taking the cost purposely at the
highest figure, 65 cents per kilowatt hours, the initial cost of battery of
r.300 kilowatt hours erected, will be 1,8,450. The depreciation at 15 per
cent and interest at 6 per cent, or in all 21 per cent, will make the annual
cost $1,77;, or if 4 86 per day for a year of 365 days. The estimated sav-
ings of this case, in consequence of making the load steady, was equlv.
alent to 5 3 tons of coal. The battery, however, will add to the total
energy produced, enough to cover the energy less which it introduces.
The battery supplies 6 per cent of the energy at a loss of 75 per cent,
which means 4.5 per cent of the whole energy produced. The plant will
therefore have to generate some 24.3So-horse-power hours instead of 23,-
260, representing 18.315 pounds more steam and 1,869 pounds more coal.
The net saving would therefore be about 4.47 tons. In a station already
built, such as this one, the only saving is that in coal. If coal cost less
than $1 10 per ton, the project would not pay; at $2 a ton it would effect
a saving of $2 oS per day, and a corresponding amount at other prices.
In the case of a new station, however, the saving would be materially
greater, tor it would include the interest on a certain capital that it
economized in the equipment. Instead ofa maximum capacity of2,2oo-
horse-power assumed here, the plant need not be built tor more than
1,500-horse-power capacity to do the same work. We have a saving in
the cost of 700-horse-power, amounting to probably at least $7,700, the
interest and depreciation on which taken at a low figure, 12^ per cent
for tlie two, amounts to ^ig^o per year, or $2 64 per day.
In many cases, the problem is slightly different. The road has deveU
oped and extended until the power station capacity is overtaxed. In
many such instances calculation based on a full study of the conditions
involved would probably show that the increased capacity could be
obtained more cheaply by simply adding a storage battery to the station,
the fact being that the station capacity is really large enough already
when once the fluctuations are disposed of. In many such cases it will
doubtless be found that, owing to the gain in efficiency, the cost of
power would not be much increased, if at all; and in a few cases where
the efficiency is now desperately low, it might even cost less for more
cars.
Your committee has selected the example given for a detailed case,
first because the data obtainable regarding it are more complete than for
any other case; second, because it has been always considered that a
road of 150 to 200 cars was a " limiting" case, where the storage battery
was likely to be of little, if any, utility.
The smaller the station the more perceptible the effect on the efficiency
will of necessity be. The quantity factor becomes smaller, but the rate
factor is usually larger, until on small roads of 10 cars and less may
amount to 60 per cent ; the load itself sometimes running up to 2 1^ or 3
times average value.
In the case shown in Figure 3, of which the data are unfortunately
incomplete, the battery rate factor would be about 55 per cent of the
maximum (400-horse-power), representing a delivery rate of 220-horse-
power, and the capacity would be 880 horse-power hours, or about 558 kil-
tiia
(^mEct9\mWay'lf^A^^
owatt hours. It would probably be better in this case, as there are only a
few extreme jumps in the curve, to reduce the rate factor and depend on
the engine to rise in capacity lo to 15 per cent when such extreme loads
occur. By doing this, tlie rate factor could be reduced to 25 per cent and
the battery capacity to about 260 kilowatt hours. It may be in fact that
experience will show thai the rate factor should be constant, or nearly
so for all cases, to obtain best economy (least annual cost). Under these
conditions the battery would involve an expense of only 78 cents per day
for interest and depreciation. The engine capacity need not exceed 180-
horse-power ; the load would be about iSo to 185-horse-power, except for
the early and late hours of the run, when part of the plant would be shut
down as in the firsi case considered. The daily output is about 4,000-
horse-power hours, to which may be added about 5 per cent for loss due
to the battery, making 4,020-horse. power hours. The saving effected by
reason of steadier load would be in the neighborhood of a ton, according
to the engine used. The hours of running could also be shortened to
20, as in the previous case.
WATER I'OWER.
The use of storage batteries is destined to important applications
where water-power is used for railway power generation. In such cases,
since the power costs relatively little, the gain in efficiency is not of so
much moment as are the regulating quality and the ability to store
energy. Where the supply of power is constant, but limited, the rate of
consumption can never exceed the rate of production. The consequence
is that in railway water-power stations, either the potential fluctuates
seriously or else a sufficient margin of available power must be allowed,
which means that the power cannot be worked to the limit. With the
storage battery, not only the turbine can be loaded to the full limit, but
the load may even be greater, if there is sufficient time in the intervals
between heavy loads to accumulate a reserve power in the batteries.
REGULATION.
The process of making storage batteries absorb from or give back to a
circuit, and desired rate of current, consists merely in varying the work-
ing potential of the battery in relation to that of the dynamo or circuit
to which it is coupled, same as load can be divided up in any desired
proportion between two dynamos in multiple by simply varying their
E. M. F. relatively to each other. In the case of storage batteries, unfor-
tunately, the working E. M. F. is not the same when charging as dis-
charging, nor is it the same for different rates of current, or even for the
same rate at various periods of the charge or discharge. Hence, con-
stant adjustment is necessary. In lighting stations, the desired relation
of working potential to control the charge or discharge is effected
usually by putting more or less cells in circuit. This method would be
inadequate for the fluctuations met with on railway-power circuits, by
reason of its lack of quickness and of flexibility. The means provided
must be such as to make the change of relation adapt itself lo every
change of load automatically, instantly, and to any desired degree. This
can be accomplished by introducing in the battery circuit B B (Fig. 11,
a variable source of potential, such as produced by a small dynamo A)
to which the name'* booster'' has been given. In the figure, the work-
ing current sent over the line L passes through the field magnet coil M,
being suitably proportioned by a shunt T, and thus enables the fluctua-
tions of load themselves to control the working potential of the batteries
so as to produce any desired relation.
For further deUils regarding this method, see the Street Railway Journal, Novem-
ber, 1S90 and June, 1893; the Electric Engineer, December 3, 1890, August 30, 189^
The figure is intended merely to show the principle, the details admit
of great modifications and improvements over those shown.
SUB-STATIONS.
It makes little or no difference in the compensating action of the bat-
teries whether they be coupled to the circuit at the station or at sub-sta-
tions located at various points at a distance from the station. There
would result from the use of sub-stations a [greater uniformity of
potential over the whole system and a saving in copper, but one must
offset against this the extra cost of the space, the extra attendance and
expense of such sub-stations. They may be warranted, for this reason,
only in very large systems covering large and relatively distant territory,
also in inter-urban lines.
CONCLUSIONS.
The investigation and study by your committee of the facts and data
bearing on this subject, as outlined herein above, would seem to your
committee to warrant the following conclusion^:
I. Great progress has been made in Europe during the last two or
three years in the manufacture and perfection of storage batteries suited
for central station purposes.
2. Storage batteries have been introduced in a large number of elec-
tric lighting central stations on a large commercial working scale, as
factors of reserve and regulation, with a view of securing economy of
initial cost and cost of operation, with satisfactory financial results, as a
general rule which has few, if any exceptions, so far as your committee
could ascertain.
3. The benefits derived in lighting central stations from the judicious
use of storage batteries are so valuable in individual cases, that the pos-
sibility of attaining like benefits, even in lower degree, in railway-power
stations, would justify the investigation of their use by actual experi-
ment, where this can be done under favorable conditions.
4. While the conditions differ and are essentially more severe in rail-
way power stations, there is no reason apparent why storage batteries
may not be used successfully and advantageously for the purpose of
securing greater uniformity of potential at the station or on the line, or
of promoting and improving the efficiency of the plant.
5. Even assuming the highest values for initial cost and depreciation
of the storage batteries, the indications point to the possibility of reali-
zing a gain in economy in all stations operating 200 cars and less, when
coal is worth $2.00 per ton and over, while the economy will be much
greater should the initial cost and depreciation prove actually lower in
practice. Advantages are also secured which, though not affecting the
economy directly, do so indirectly by affording additional convenience in
operation
6. The indications are that in some cases a power plant could be
built and operated at less cost by using storage batteries, than with-
out.
7. The capacity of an existing plant can probably, in most cases,
be increased more cheaplj'^ by adding storage batteries than by adding
more generating, machinery, while at the same time the cost of opera-
tion will be reduced.
S. The question whether storage batteries are expedient and prac-
ticable, and to what extent for any particular case, should be, and can
only be, in the present state of our knowledge, determined for
each case .individually, by a careful analysis of the facts and con-
ditions involved, ly a competent engineer.
9. Practical experience in a certain number of stations alone can
lead to definite rules or indications in regard to the best size of bat-
tery, the best methods of regulation, the most favorable conditions
of use, and like questions.
10. Perfection in the details of the use of storage batteries in railway
plants will be the result of a certain evolution or series of improvements,
same as in other details of the equipment of a plant.
Respectfully submitted,
C. O. MAILLOUX,
Committee.
After reading his paper the author spoke at consider-
able length, his remarks, however, being largely a repe-
tition ot his manuscript. The imperative necessity of
having such articles printed and in the hands of dele-
gates was most apparent. Its great length and techni-
calities making it impossible for anyone to discuss it intelli-
gently, without manuscript copy, even had they desired
to do so.
The next was the
REPORT OF COMMITTEE ON "DIRECT-DRIVEN GEN-
ERATORS."
To THE American Street Railw^ay Association.
Gentlemen. — I have been requested by the president to act as a com-
mittee on the preparation of a paper on the subject of " Direct-Driven
Generators." 1 will try to present to you briefly a short sketch of the
development of this type of apparatus. In taking up the subject I have
taken a somewhat liberal interpretation of the title of my paper, feeling
that in order to present the matter intelligently before you requires the
consideration of the generator in connection with the power station.
I have tried, in taking up this subject, to obtain from manufacturers of
apparatus, both generators and engines, also from the managers of power
stations, all possible information relative to the subject and sent out a list
of questions covering the following points :
Relative economy of direct-driven and belted apparatus; • type of
machine best adapted for direct driven; method of connecting generator
(^Ked.j\aiWav"l/^ym/
613
and engine; tvpes of engine best adapted to the work; overhung arma-
tures or outward bearings; comparative cost of the generators and
engines; comparative cost of the generating station complete; general
relative economv in operation, and many other general minor details.
I will trv, in presenting this, to give a general summary of the subject
as it presents itselt* to me, for your consideration and careful thought.
HISTORY OF THEIR INTRODUCTION.
I will not take up according to dates or chronological order the intro-
duction of this type of generator, but will merely sketch in a general
wav their introduction.
Back in the early eighties the different manufacturers in Europe,
including Brush, Siemens & Halske and others, commenced the build-
ing of direct-driven generators of small capacities connected to different
types of engines, operating at a high rotative speed. Among these were
a large number of Brush machines connected to Westinghouse engines.
About the first apparatus for use in central power stations were those
designed and built by Mr. Edison for the old Pearl street station in New
York citv. These machines were about 300-horse power capacity,
directly connected to an Armington-Sims automatic, single cylinder
engine, operating at about 250 revolutions. This apparatus is still in
use at the present day, except a tew of them which were destroyed in a
fire in the station several years ago. One of these units is shown in the
exhibit of the General Electric Company at the World's Fair. There is
also a large power station operating in Milan, Italy, with the same type
of apparatus. Although it is ten years since these particular units were
built, it is only within the last two years that we have commenced their
ntrod action to any general extent on large power station work. Although
these units operated in general in a satisfactory manner, the type of
generator and engine were not perfected generally to give the best of
service, and theretbre electric manufacturers abandoned their develop.
msnt after these first ones and returned to belt-driven generators, and
they continued to be the standard type of power station generators until
two years ago.
In Europe, though, we have a different history of the matter. The
developinent of their electric apparatus has been slower, and they have
therefore had more time to work up special designs and perfect different
types of generators. The general commercial requirements were not so
rushing, and when American manufacturers commenced to develop to
a large extent direct-driven generators, they found their co-workers in
this line in Europe far ahead of them, in that they had several years ago
a number of large stations in Berlin, Paris, London and other parts of
Europe, operating with units up to a thousand horse power, directly con-
nected to ditTirent types of engines, principally vertical ones. The
writer remembers in 1S87 and iSSS, when he was connected with one of
the electric manufacturing companies, the difficulty he had to get the
shops to build the first small direct-connected generator for naval service.
This really commenced the development of this type of apparatus with
American manufacturers, and the old Edison, Thompson- Houston and
Westinghouse companies commenced building them in small units. All
of the foregoing generators, although for different types of central sta-
tion and power work, were not any of them used on electric railroad
work. Commencing in 1890, the Thompson-Houston, Edison, Westing-
house, and later the Siemens-Halske Company, of America, commenced
de-iigning and building railway generators for direct connected work,
and during the past year there have been quite a number of new stations
operated and building, which are equipped entirrly with direct-connected
generators, running in size all the way from 100 K. W. to 1,500 K. W.
DIFFERENT TVPES OF DIRECT-CONNECTED GENERATORS.
The type of generator being built and furnished to-day for direct-con-
nected work is far superior in every respect — almost beyond the ques-
tion of comparison— to the early and antiquated small generators which
many of our friends are using and struggling along with to the tune of
the popping of the safety fuses and circuit breakers; the whirl of the
revolving grease besmeared belts, and the squeak of the friction clutch
pulley. The direct-driven generators built by the different manufac-
turers, in a large measure, are of tht same general construction so far as
general details go, differing in minor points only. I have taken as illus-
tration the more permanent to give a fair and intelligent representation
of this type of apparatus. I feel it is not necessary to do more than
this on account of the fact that it would only be repeating the illustra-
tions which many of you have seen, from time to time, in the technical
press, and the practical illustration which most of us have seen of this
type of apparatus at the Fair in Chicago.
In Figure I. we illustrate the Westinghouse generator coupled direct
to the Westinghouse engine by their well known method of flexible
clutch coupling. This generator was one of the first of direct-connected
machines to be introduced on railroad work, and is now built and oper-
ating in units up to 375 K. W. on railroad work and up to 1,000 K. W,
for power, in a large number of stations throughout the country. The
generator as is shown in the illustration is a multipole machine, with
iron clad slotted armature, and is built entirely separate from the engine
in all respects. The principal point of difference in this unit between
that of other manufactures is in the method of the connection to the
engine, which is by flexible coupling, the engine and generator having
separate shafts. The generator in general appearance resembles the
belted machine built by that company in its construction. The rotative
speed of this direct-connected machine is somewhat higher than those of
the other manufacturers of the same capacity, but operated as it has
been generally with the Westinghouse engine, it has proved itself so
tar a well constructed and good operating machine.
In Figure II. we illustrate the type of machine built for railroad or
power work by the Siemens-Halske Company. This company has the
advantage of the development of this machine by their company in
Europe, which development commenced, as previously stated in these
large units, considerably before that of the American manuracturers.
This machine, as is shown in the illustration, is mounted directly on the
shafl of the engine, from which it operates, which shaft is supported at
the outer end by an outboard bearing. In this type of machine the elec-
tro magnets are placed inside of the Gramme ring By this arrange-
ment the diameter of the armature is largely increased and the peri-
pheral vel<)city is great even with a slow rate of speed, making the
machine specially adapted for direct connection. The field magnets are
bolted to the pillow block of the main shaft and the ring shaped arma-
ture keyed on outside the magnets to the main shaft like a flywheel and
the outer end of this shaft is supported as stated by an outward bearing.
This machine is not provided with any special commutator, armature
winding is on solid copper bars, on which the brushes rest. Owing to
this company only having within the past year completed their works in
this country, their machines are not introduced here yet very exten-
sively. But the record they have made in Europe proves them to be
well designed and good operating apparatus.
In Figure III. we illustrate two 200 K. W. generators, directlv con-
nected to a 75o-hor8e-power marine type of automatic cut-off engine,
operating at a speed of 120 revolutions. This generator is of the type
developed by the old Edison Company for central power station work,
and is what is termed the smooth body type of armature. The armature
bars consist of solid copper bars, U-shaped, and slipped over the core or
body of the armature, the brushes bearing on the head or end of the
same. These machines have proved good operating machines, and there
are a number operating on railway work in Milwaukee.
In Figure IV. we illustrate one of the large units in operation in the
Intramural power station at the World's Fair. This generator is an 800
K. W. machine, manufactured by the General Electric Company, and is
what they term their iron clad body type of armature, which is the type
they are specially developing for railway power work. This machine is
self-supporting, in that the armature is not mounted on the engine shaft,
but has its own separate shaft, and is coupled to a vertical type of com-
pound marine type of automatic engine, manufactured by the Lake Erie
Engineering Works. This unit is next to the largest which has been
built for railroad work, and been in continual service in this powerhouse
since the day it started, the 4th of July, and has operated almost whollv
the entire service of the electric elevated railroad at the Fair. The
engine and generator have stood an overload as high as So per cent
above their rated capacity, and seem to be specially adapted to stand
severe strains of railway power work. While the generator is not
quite so compact in floor space as those which are mounted directly on
the engine shaft, it seems to possess in many respects desirable points as
regards engine and generator connections for railroad power, based on
practical experience and its operation on this severe work, and has
already resulted in its adoption for several large plants.
In Figure V. we illustrate what may be termed the Jumbo generator
for railway work; this machine is double the capacity of that in Figure
IV.; is built by the General Electric Company, and is the same general
type of machine shown in Figure IV. This generator was designed and
built for operation in several large power plants whioh are now being
built, among them being that of the Brooklyn City Railroad, where six
of these units are being put in operation. The particular one herein
illustrated is at present operating in the power house of the Intramural
road at the World's Fair. This generator is operating in connection
with across-compound Reynolds Corliss type of engine. On account
of the general construction arrangement of the engine, the generator is
9hown mounted directly on the engine and alongside of the flywheel.
614
^1yicd.lF^ailM^j^VicW*
The field magnets on botli this generator and the 800 K. W. machine
shown in Figure IV are so arranged that by turning a crank the magnet
frame can be moved to one side, leaving the armature entirely accessible
for removal or repair. This generator has not as yet been extensively
operated in regular service, but has been used sufficiently to demonstrate
that it is a well designed machine, and has shown its ability to carry the
same proportion of overload as the Soo K. W. machine.
The foregoing different illustrated types of generators, from which
the railway owner may select for operating his station, show the remark-
able development which the manufacturers have made in such a short
time in the practical development of these generators. There have been
no failures. It is shown that designing of this apparatus has now
reached a practical, commercial development. The machines require
very little attention and are easy of repair.
TYPE OF ENGINE TO USE.
The type of engine to use in connection with the operation of direct-
driven generators is one of the serious factors to consider in this con-
nection.
There are many points to be considered of economy, reliability, con-
tinuous service, good regulation, ability to stand the direct and severe
shocks due to overloading generators, short circuits, economy in floor
space, etc.
On the question whether vertical or horizontal is better adapted,
common sense seems to indicate that as we are laying out a compact
plant in every respect, a vertical engine is best adapted for this work.
The question of regulation is a very serious one. The engine is undoubt-
edly called upon to stand a test which no belted machine has had to do
on account of being directly connected to the generator, and some one of
the different types of shaft governors in use on some of the standard
machines seem to be best adapted thereto, and will govern within a range
for this work of, say, two to three per cent.
On the question of economy so called high speed engines are in a
measure out of date on this kind of work, as generators are reaching a
size beyond the capacity of our old friend, the single valve automatic
engine. This engine seems to have reached its limit in economy at
about 200 10 3oohorse-power, that is, where controlled by a single valve.
We are confined, then, to one or two types of engine. The old standard
of general commercial practice, the Corliss engine, which, on account of
our large experience with it, has been called upon more largely for ser-
vice on this kind of work than any other, in general, is meeting these
requirements in most respects. There seems, though, to be some ques-
tion of reasonable doubt as to whether it will regulate sufficiently close
to meet the more exacting requirements of this class of work, where
called upon to control! very wide and sudden changes of load. On the
question of economy they have shown in the past the highest economy
obtainable, but that has been more especially on steady loads near their
rated capacity. With loads which fluctuate as railroad work does, they
cannot reach nearly their guaranteed economy. We also have the dis-
advantage of the controlling valve when cutting off over half stroke. In
Europe, where their practice on direct connected work has extended
over a much longer period than ours, they are using largely various
modifications of the vertical marine type of engine, controlled by differ-
ent types of governors. An engine of this class, well and substantially
built, with double valves on the steam and exhaust, and controlled by
shaft governor, controlling the valve up to three-quarters cut off, would
seem to combine many points of superiority of an engine on this class of
work, and give service in reliability, economy and durability, superior to
any other type obtainable. Manufacturers and designers in this country
are now rapidly developing this type of engine, which is shown in Figs.
II., in. and IV., and are being built by such manufacturers as the Lake
Erie Engineering Works, Dickson Manufacturing Company, Mcintosh
& Seymour, Porter Allen and others.
RELATIVE ADVANTAGES. COST AND ECONOMY.
The electric railroad manager says this matter is very interesting, but
where do I come out on the cost and as to economy.'' I will try to give
him a few practical points in this regard. In general the generators are
being sold to-day for about 20 per cent above the cost of belt-driven
machines of the same capacity. As we reach the larger units, which
are now being built, this difference will be considerably reduced Allow-
ing, though, for this difference in cost of the generator, we find, after
carefully reviewing several cases in the writer's experience and that of
others, that the cost of the power station complete, exclusive of real
estate, but including the same electric plant and building, is not more
on a direct-driven plant than the older type of belted apparatus. This
should settle the question beyond doubt, especially where new stations
are being built. 1 feel that I cannot impress you too strongly with the
fact that many of the railroads are going to find it to their advantage to
scrap and sell at the best advantage they can their present apparatus,
and build a new and modern station. The economy gain will be a large
one in every respect; more reliable service; satisfaction to the public;
reliance in the operation of their car service, which they have never been
able to realize with their old type of small beUed generators, and a reduc-
tion in station force, which will be appreciated by every dividend loving
stockholder. I have tried to obtain the best and most reliable data in
this question of relative economy. Most of the railroad stations of the
direct-connected class have only been in operation a short time. We
have a number of central power stations though, where questions of
relative economy show up on a similar basis, where we have been able
to obtain more reliable data. When we look around and see the present
stations operating with all types of engines, connected to various sizes
of generators, and giving as a result in economy on the horse power
output of all the way from 4 pounds on the most reliable to S and 9 pounds
of coal on the medium ones, we see that there is indeed room for
improvement. We have beyond question doubled this economy through
a better, larger, and more economical type of engines, operated under
better and more favorable conditions, also more economical, direct-con-
nected generators, saving in loss of belting, shafting, friction, etc. Also
of a combined, direct and positive saving, bearing all the way from 10
per cent, to 50 per cent. These figures are not theory, but are results
obtained from actual practice, as is shown by data in the hands of the
writer. As to whether it is going to pay to overhaul your plant as
herein proposed, I will give one specific instance of the careful review
of the case of a power plant of about 5,000 horse power. The company
have become convinced that they could build a new power plant and
scrap their present apparatus; increase their fixed charges thereby $15,-
000 a year, and still have a net gain over their increased charges of $25,-
000 per annum, and in addition to this a far more reliable and better
operating plant, and increased capacity. I could continue enumerating
examples of this kind, but believe if you give the matter careful consid-
eration, you will be fully convinced on the subject yourself
SUMMARY.
I feel that if any railroad man, either from a practical or business
standpoint, after carefully considering the matter, looks around and sees
the relative advantages of these plants, he will, beyond question, become
an advocate of direct-connection, and hisonly wonder will be that he could
be satisfied with any other tvpe. When we realize that electric railway
work has all been developed from a practical commercial standpoint in
the past five or six years, it is almost beyond comprehension to realize
the progress that has been made in the development of all the different
tvpes of apparatus, and more especially in the generator, for if we look
back at the 30 or 50 K. W. machine which we used in the early stages,
and at the 80 K. W. which was the standard about three years ago, and
then consider the 1,000 and 1,500 K. W. generators, we can but feel that
we aie in an age of rare development and progress, almost beyond our
comprehension. I feel that we have now reached what may be termed
a point of standard commercial perfection on generators for power ser-
vice of all descriptions, and that the next ten years will see very little
change other than the perfection of minor details thereon, and instead
of having a station operating from twenty to forty varying types and
kinds of small generators, we will have a compact and modern plant of
a few large units.
Trusting this report will lead to further consideration of the matter
by all interested, it is
Respectfully submitted,
C. J. FIELD,
Committee.
The meeting voted to permit the reading of a paper
"Magnetic Cut Outs," by W. E. Harris, of Camden, N.
J., the inventor of a device of that nature. Herbert
Claude and M. D. Law, of Washington, D. C, were
invited to describe their experience with a mile and a
half of underground conduit system in that city.
ELECTION OF OFFICERS.
The report of the nominating committee was then
called for, and offered by Chairman A. E. Lang. The
report was accepted as read, and to J. E. Rugg, of Pitts-
burg, was delegated the honor of depositing the ballot of
ILLUSTRATIONS REFERRED TO IN REPORT ON "DIRECT DRIVEN GENERATORS."
I,
fi'*iri
IM
FIG. 3
\fi\';<iimi''--:','-K--e<^.- .: as.».*a».-,^^;r-'
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FIC. ^.
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FHi. 5^
^U£et5\aiWa^li^yiev/
615
the association in the regulation silk hat. Joel Hurt, of
Atlanta, was appointed teller, to insure a fair count, and
Mr. Rugg's credentials proving gilt edged, the ballot was
duly counted, and announced as follows:
President, Henry C. Paj^ne, Milwaukee.
Secretary and treasurer, Wm. J. Richardson, Brooklyn.
First vice-president, W. J. Stephenson, Washington.
Second vice-president, J. R. Chapman, Grand Rapids.
Third vice-president, Lewis Perrine, Trenton.
Executive Committee: D. F. Longstreet, Denver; T.
H. McLain, Indianapolis; Ed. Whittacre; W. Y. Soper,
Ottawa, Ont.; and E. S. Goodrich, Hartford.
Place of next meeting, Atlanta, Georgia.
Mr. Lang and Mr. Rugg were delegated to conduct
the president-elect to the platform, which they did amidst
great enthusiasm, cheers and applause. Mr. Payne said:
gTRtlTRAIl.-'*"'
H. C. PAYNE, PRESIDENT ELECT.
"Mr. President and Gentlemen of the Conven-
tion : — I sincerely thank you for the high honor con-
ferred upon me by this election, and shall ever endeavor
to maintain the high standard which has heretofore pre-
vailed in this association. I will not now occupy
your time with an effort at speech making, but once
again express my thanks and appreciation of this demon-
stration of your confidence."
Mr. Hurt, of Atlanta, then thanked the association for
having honored his city in its selection as a place for the
next meeting; urged every member to be present next
year, and assured the association of a fine Southern hos-
pitalitj' and welcome.
A communication was read from the editor of the Elec-
trical Review, inclosing a recent editorial, urging the
association to adopt a memorial and draught a law, mak-
ing it a trespass for children to play in the streets occu-
pied by street railway tracks. The suggestion was
promptly and deservedly sat down on.
Mr. Lusher, of Montreal, expressed regret that the
next convention was not to come to his city, but wanted
to put in an early invitation for 1895. He facetiously
related the disappointment arising from the 1885 conven-
tion not being held in Montreal as intended, on account
of the small pox epidemic there, but assured the gentlemen
he had arranged not to let anything of the kind occur
again, and said as there was but one company in his city
the invitation was an unusually unanimous one.
Mr. Baumhoff, of St. Louis, offered a resolution
instructing the executive committee to prepare a suitable
ordinance to be sent each company, with a recommenda-
tion to secure its passage by city council, making it an
offense for children to "hitch" on cars. This was
directly in hne with what has long been advocated in
these columns.
Mr. Lang offered a resolution, gracefully and happily
worded, tendering a vote of thanks to the street railway
men of Milwaukee, and others, for the generous hospi-
tality tendered the delegates. This was adopted in a
way which left no doubt of the appreciation of the
voters. Mr. Lang closed the throttle with a motion to
adjourn, and as it passed the house the official sessions
of the twelfth annual meeting came to an end. The
members then hastened to their hotels to shake the
wrinkles out of dress suits and get in readiness for the
banquet.
the banquet.
The spacious dining room of the Pfister hotel never
wore more charming and rich adornments than were
presented to the members as they entered at half past
eight. Always elegant in its rich furnishing of marble
and mahogany, the arrangement of the tables loaded
with choice floral decorations, and with walls and
windows banked with flowers and graceful palms, and
brilliantly illuminated, made a picture long to be remem-
bered. The attendance was the largest in the history of
banquets, 265 guests sitting down to a splendid spread.
There was an entire lack of formality, and managers of
rival lines, and makers and sellers of competitive appli-
ances all laid aside business interests and joined in the
general feeling of good will and enjoyment. In front of
President Longstreet, by whose side sat President-elect
Payne, was a large and beautiful floral car, complete in
all its parts and electrically lighted. The orchestra ren-
dered its choicest selections and was frequently applauded.
The most unique and pleasing souvenir ever given the
guests of the convention banquets was the tasteful sou-
venir silver spoon, which, daintily packed in cotton and
enclosed in a neat box, was handed to every person as
they sat down to the tables. The bowl of the spoon
contains a picture in relief of the famous special car
" 200 " of the Milwaukee road, and the words, " Mil-
waukee, Oct. 19, 1893." They were the personal gift
of Mr. Payne and eminently characteristic of his thought-
ful and generous nature, which was so apparent on every
616
(j»/taed/j\aiWay-lf^^^
hand during the entire convention. The execution of the
spoon is very artistic, and old and young alike were
delighted and surprised.
Toastmaster Longstreet gave each speaker a most
happy introduction and the responses were excellent and
listened to attentively throughout.
The first toast was " Transportation and Civilization,"
by Hon. J. G. Flanders, who vividly traced the intimate
inter-dependence of the two.
Hon. Ogden H. Fethers responded to " The Street
Railway Employes and the Public," in which he enter-
tainingly pleaded for a better treatment of the street rail-
way employes by the public.
It really seemed like the good old days of yore, as
Winfield Smith's familiar, smiling face was seen as he
rose to recall some extremely entertaining reminiscences
of his management of the Milwaukee lines in the early
seventies, responding to " The Earlier Days and Methods
of Street Railways."
A pleasing feature at this point in the program was the
singing of the National hymn, lead by the orchestra,
with the audience standing.
Governor Peck, who was present, was called on, and
in his usual happy vein well entertained his hearers. He
was frequently interrupted by applause.
" My Electric Sweetheart," responded to by J. H.
Stedman, varied the prose remarks incident to banquets
by being expressed in verse. Electric technicalities were
taken advantage of in the frequent use of puns, and the
effort was generously applauded.
" The Press " was given by that veteran and success-
ful Milwaukee publisher, Horace Rublee, of the Sentinel.
A fitting and graceful tribute was paid Wm. Richard-
son, who has, during the year, retired from active railway
labor, to which that gentleman pleasantly responded.
Mr. Payne was also called for and made a few well-
chosen remarks.
" The Street Railway Man of the Past, Present and
Future," responded to by H. H. Windsor, editor of the
Street Railway Review, was the last toast of the
evening, after which the time-honored singing of " Auld
Lang Syne " brought everybody to their feet and the
twelfth annual banquet to a close.
The local arrangements were the work of G.J. Melms,
of the Milwaukee Electric, and were perfect. For the
first time seats were assigned by number, avoiding all
confusion and insuring the seating together of friends.
In fact, the banquet arrangements, like all others, were so
carefully planned and carried out that there was not a
single slip anywhere.
FRIDAY.
THE LOCAL COMMITTEE.
The day was spent in trips of inspection to the power
houses, an inspection of the line, and carriage rides about
the city. Many of the visitors left at noon, and the bal-
ance that evening, for the World's Fair.
The local committee, into whose hands fell the arrange-
ments, may well be proud of their work. Nothing was
left undone that could be done, and nothing was done
which ought not to have been done. No money or pains
were spared to make everything perfect. President H.
C. Payne was chairman and the following were his effi-
cient coadjutors: Superintendent_G. W. Hommell, Assis-
tant Geo. Kemmerlein, Superintendent Ljmn, Superin-
tendent Stikeman, Electrician Otto M. Rau, Treasurer
Wiieatcroft, Auditor W. L. Mason, Accountant Wm.
Goltz, Assistant Purchasing Agent W. C. Vandenberg,
and Purchasing Agent C. L. Jones, all of the Milwaukee
Street Railway; G.J. Melms, the handsome manager of
the Milwaukee Electric; Thos. J. Durnin, manager of the
West Side, and A. McNaughton, superintendent; E. D.
Hoyt, superintendent of the Wauwautosa Electric; and
A. B. Myers, secretary of the Wauwautosa Dummy line.
THE LADIES.
For the first time the state of Louisana was repre-
sented in convention. H. M. Littell, of New Orleans,
having the honor to be the first.
The following were registered at the Pfister hotel:
Mis H, A. Everett, Cleveland; Mrs. F. A. Brownell, St. Louis; Mrs.
Wm. Richardson, Miss Richardson, Miss Jenkins, Brooklyn; Mrs. J.
Paul Baker, Baltimore; Mrs. F. Woodman, Haverhill, Mass.; Mrs. H.
C. Higgins, Miss Henley, Marrinette, Wis ; Mrs. J. G. Robinson, Bos-
ton; Mrs. E B. Wyman, New York; Mrs. J. F. Reed, Mrs. S. W. Hoad-
ley, Mrs. Seelye, Springfield; Mrs, M. F. Thompson, Carbondale, Pa.;
Mrs. R- H. Beach, New York; Mrs. A. H. Allen, Philadelphia, Pa.;
Mrs. Geo. Cutter, Miss Edith Kenfield, Mrs H. H. Windsor, Chicago.
At the Plankington were:
Mrs. W.J. Richardson, Brooklyn; Mrs. Stevenson, Miss White, Miss
Clarke, Washington; Mrs. Hinds, Boston; Mrs. Siiaffer, Baltimore;
Mrs. Minary, Louisville; Mrs. Myers, Miss Morrison, New York; Mrs.
J. R. Chapman, Grand Rapids, Mich ; Mrs. W. W. Bean, St. Joseph,
Mich.; Mrs. Frenyear, Gloversville, N. Y. ; Mrs. N. H. Waller, Man-
chester, N. H.; Mrs. Poole, New York; Mrs. Taft, Columbus, C; Mrs.
McCleary, Biriningham, Ala ; Mrs. Sargeant, Mrs. M. Caster, Pitts-
burg; Miss Rogers, Albany; Miss Chase, New York; Mrs. Halsey,
Mrs. Westlake, Mrs. Adams, Chicago; Mrs. Kelsey, New Haven; Mrs.
Connette, Nashville; Mrs. Lawless, Miss Schenk, Pittsburg.
ENTERTAINING THE LADIES.
The preparations for entertaining the ladies were altogether the most
complete of any convention yet held, and was most fully appreciated by
the fair guests, who were made to leel at home from the moment of
their arrival. A very thoughtful provision was in having, at both halls,
a reception committee of ladies, consisting of the wives and daughters of
the officers of the Milwaukee street railways, and included Miss Hom-
mell, Miss Lynn, Miss Vose and Mrs. Hommell, Mrs. Bingham, Mrs.
.Sharp, Mrs. Wheatcroft and Mrs. Mason.
A special printed program gave the order for each of the three days,
including street car rides, carriage drives, a visit to the Layton art gal-
lery, and through the courtesy of Mrs. E P. Allis and Mrs. William
Metcalf, a visit to the superb private art collections at the elegant homes
of these ladies. Everything which could possibly contribute to a delght-
ful enjoyment of the city, had thoughtfully been provided, and was
carried out in a thoroughly systematic and graceful manner. The
ladies have occasion to long remember, with pleasure, their visit to the
Cream City.
Souvenirs were numerous and unique. The Chas.
Scott Spring Company gave out memorandum books; the
Eureka Tempered Copper Company, a tempered copper
medal; Railway Equipment Company, lead pencils;
Jewel Belting Company, pocket books; E. S. Greely &
Company, silver match safe; Munson Belting Company,
Paige Iron Works and the Sterling Company, paper
weights; the Peckham Company, pocket books,
<^ftjwd^j\aJh^
EXHIBITS OF THE CONVENTION.
(il7
A Splendid Display — The Advantage of Plenty of Room was Very Noticeable and Appreciated
by Visitors and Exhibitors.
The Heine Boiler was represented by some pointed
pamphlets.
Albert Hoppin, Chicago representative of E. P. AUis,
was at the convention.
M. Rothschild, of the Genett Air Brake Company,
was busy talking his specialty.
I. H. Randall, well known of Boston, was a Review
caller on his wa}' from convention.
The Chapman Valve Company was ably represented
by E. U. Buss, of the Chicago office.
The Sargent Brake Shoe Company, of Chicago,
had a nice exhibit of the Congdon brake shoe.
The Reliable Manufacturing Cosipany, repre-
sented by F. C. Hinds, came in without exhibit.
A. R. Coonradt, maker of the Climax rail cleaner, at
Rockford, 111., was in attendance at the convention.
The Illinois Steel Company was represented by
Mr. Brown, manager of the street railway department.
Joseph Leidenger, of the Dayton Manufacturing
Company, of Dayton, Ohio, represented car furnishings
and supplies.
A. G. Wellington, of Chicago, and R.J. Mercer, of
New York, represented the Griffin Wheel & Foundry
Company.
Joseph E. Lockwood, of Detroit, secretary of the
Detroit Electrical Works, was present, meeting his many
friends.
C. S. Van Nuis, of Aja.x specialties fame, was every-
where present among his large number of business and
social friends.
The Positive Lock Washer Co.mpany, of Newark
N. J., was represented by Stephen D. Barnett, treasurer
and manager.
George Bailey, manager of the western department
of the John A. Roebling's Sons Company, came early
and stayed late.
C. D. MoR.SE, of the Morse Car Manufacturing Com-
pany, Millbury, Mass., made his first convention visit and
was well pleased.
The Shawmut Fuse Wire Company, of Boston, sent
Sears B. Condit with the Shawmut trolley wheel and
other brass specialties.
Benjamin Taft, of the Industrial Mutual Insurance
Company, of Boston, made himself very popular among
the street railway men.
General Manager Co.x, of the Terre Haute Car
Wheel Company, was kept busy with his many friends,
assisted by D. B. Bean.
Secretary Hathaway constituted the exhibit, and a
most popular one it was too, of the American Electrical
Works, Providence, R. I.
The Street Railway Journal, New York, had
a parlor at both hotels, with J. A. McGraw, H. W. Poole
and H. W. Blake present.
General Superintendent Robinson did the honors
for the LaClede Car Company, St. Louis, and remained
throughout the three davs.
Aaron C. Wright, of the Hope Electrical Appliance
Company, of Providence, R. I., was the convention rep-
resentative of that concern.
Fairbanks, Morse & Company, of Chicago, showed
a car and track jack of great strength and simple con-
struction called the " Barrett."
E. M. TousLEY, of 139 Fifty-third street, Chicago,
brought a model of his self-lubricating trolley, which
promises to be a valuable device.
The Steel Motor, of Cleveland, was present and
attracted considerable attention. The Short and the
Sperry people were also represented.
M. E. Stockwell, manager of the Automatic Air
Brake Company, of Grand Rapids, Mich., had no exhibit,
but dropped into the hall for a few hours.
H. H. Miner, of the Verona Tool Works, of Pitts-
burg, was one of the well known supply visitors. He
has rnany friends in the street railway circle.
C. KiNTZ, of the Pittsburg Steel Hollowware Com-
pany, talked steel rolled gongs until his voice grew
metallic and hoarse, unlike the Pittsburg gong.
J. H. Allison, inventor, of Elkhart, Ind., is the pat-
entee of an electric railway trolley switch which is num-
bered 503)S7o. It is a device for an overhead switch.
The Porter Tramway Switch Company, of Cleve-
land, was represented by J. Y. Porter, with one of his
patent switches, heretofore described in this magazine.
618
(^ttcd^j^oUw^li^ylW*
The Q. &. C. Company, of Chicago, had a Brjant
rail-saw in operation, and no railway man passing the
exhibit could withstand the temptation to saw a little to
see how it went.
General Manager Hoadley, of the BemisCar Box-
Company, Springfield, Mass., found plenty to keep him-
self bus)', meeting old friends and customers from all parts
of the country.
H. A. Crossley, of the Crossley Brake Companj^ of
Cleveland, was a convention visitor. His son, H. C.
Crossley, was also present, and had a brake on the Mil-
waukee Street Railway, to the satisfaction of many inter-
ested inquirers.
The Reliance Gauge Company, of Cleveland, was
represented by George B. Clark, who told of the merits
of the Reliance safety water columns and distributed
missionar)' literature.
Wm. a. Hathaway, of the American Electrical
Works, Providence, met his numerous friends and custo-
mers in the street railway field, in which he finds some of
his strongest admirers.
Detroit, and by the inventor. The trolley wheel is a self
lubricating trolley and is a neat device.
C. H. Brampton, of the Stever Rail Joint Company,
found his nice exhibit missing on account of a railroad
blunder. He had a girder rail joint on the floor, how-
ever, and did good work for his specialty.
The R. Bliss Manufacturing Company, of Paw-
tucket, R. I., manufacturer of Woods patent safety gate,
was there, with Geo. S. Tingley. The device is meeting
with great success, although but two montes old.
The Gibbs Electric Company, of Milwaukee,
located in the Journal building, had a table full of special-
ties, among which was the Gibbs trolley, trolley hanger,
the Gibbs overhead switches, and other specialties.
The Viaduct Manufacturing Company, of Balti-
more, showed their watchman system and told street rail-
way men how to discover fires at street railway barns
before it was too late. This display was operative.
The Cutter Electric & Manufacturing Company
Edward Beadle, of the Register Manufacturing
Company, New York, of course was there, and three
days was a pretty short time for him to meet and shake
hands with his friends present.
The Pinkham Car Track Sander, of Boston, brought
a neat sand box which had several points of excellence.
It is claimed that eighteen prominent New England roads
have been equipped with this box.
Adams & Westlake, of no Ontario street, Chicago,
brought two Bessemer sheet steel headlights, change
slides, gong and bells, tornado central lamps and other
goods. W. W. Willets in charge.
A. L. Ide & Son, of Springfield, 111., came repre-
sented by Willis H. Post, of Detroit, who was particu-
larly active in talking engines to those round about him.
His card was everywhere present.
Willis L. Adams, of Willis L. Adams & Company,
of 84 Adams street, Chicago, was a welcome visitor at
the Exposition building. Mr. Adams has a host of
friends in the street railway fraternit)'.
The Martyn Trolley, of Detroit, was represented
by William Stevenson, agent, of 1650 Michigan avenue.
showed a fine operative exhibit of lamps and magnetic
cut-outs, arranged on a temporary switch board. Mr.
Cutter himself explained the beauties of the device.
Holmes, Booth & Haydens, of New York, were rep-
resented by J. O. Crane who found himself much at home
at the convention. His very many friends in the street
railway and supply circles were glad to welcome him.
Albert Trumpff, superintendent of the Exposition
building, deserves and has the thanks of the entire asso-
ciation for his untiring efforts to make things go smoothly.
He did not lose his temper or his head once during the
trying ordeal.
The Pawtucket Brass Foundry, of Pawtucket, R.
I., had a table full of bearings, presided over by the
genial Charles N. Wood. The Pawtucket article is
made of the high grade brass "and," says Mr. Wood,
"it's good goods."
The Miamisburg Electric Company, Miamisburg,
O., represented by D. H. Allen, general manager, and
A. L. Daniels, had on exhibition finished street railway
commutators and segments of tempered copper in Section
A, Exposition building.
(Description of JExhiblts continued on pace 050.)
(^lied.J^iWtt^9\eVm/
619
THE ELECTRICAL INSPECTION DEPART-
MENT.
IN the whole range of eleclric railway work there is
probably no greater neglect shown than in the elec-
trical inspection department. This department
includes the inspection of the motors, trucks, and o\er-
head work.
It is human nature to let a piece of machinery run
until it will run no longer and the repairs on it are one-
fourth, or more, of the original price of the machine. If
this is a wise policy, from a financial standpoint, expe-
rience has failed to prove it. Inspection may be carried
to two extremes. So much may be spent in wages for
inspectors and repair-men that it would be cheaper
to spend more for repairs and less for wages. On tl-.e
other hand, as is generally the case, repairs may be so
high that it would be cheaper to increase the pay roll, so
as to diminish the bill for repair parts. As mentioned
recently in an article on power house labor, " preventa-
tive cure" should be used around all electrical and mech-
anical apparatus. If only enough men are hired to
take care of the serious troubles, so that the little ones
have to be neglected, the company is on the road to big
repair bills. Preventative cure is the cheapest even if it
does increase the pa}' roll. Machinery is too costly to be
allowed to go to ruin. The repairs on one motor after
six months want of attention will pay the year's salary of
an inspector.
One of the most remarkable records in the history of
electric railroading is that made on the Chicago City
Railway since the}' began operating their trolley lines
last May. On this road there has been, at present writing,
not a single burn-out, either of armature or fields, or an
electrical trouble of any kind on any motor, since the start.
The motors are Westinghouse single reduction, and the
record is one to be proud of, both from the standpoint of
the Westinghouse company and the City Railway. To
make such a showing it was necessary to combine good
motors with a good system of inspection. The latter we
will proceed to investigate.
At one end of each of the three electrical lines is
placed a trip inspector, who makes a hurried inspection
p{ each car every round trip. lie is in telephonic com-
munication with the barn on his line. He carries a limi-
ted stock of repair parts and tools. These inspectors
also take note of any repairs that may be needed when
the car goes into the barn. At the barns are employed
two experts, one for each barn, who are expected to go
over each car carefully every night. Under both of
these experts are eight mechanics to carry out his orders
for repairs. This inspection department has charge of
the motors, trucks, brakes, car wiring and trolleys, but
not of the car bodies. IJoth trip and barn inspectors
make reports to a purchasing agent, who orders supplies
for this department. The total number of motors is 64.
The time tables leave a reserve of ten per cent. The
repair corps i.s rather large and the wages of these men.
must be figured in the repair account, but Superintendent
Bowen thought that it was best to err on the side of safety
in view of the fact that the World's Fair traffic was
extremely heavy and the men all new to the work. He
states that the cost of repair parts on motors has not ex-
ceeded $20 since the lines opened. In considering this
record, it must be remembered, of course, that every-
thing is new and repairs will be more frequently neces-
sary after a while, but even with this consideration, it is
a remarkable showing. It is also interesting to note that
the nine-foot wheel base used on these motor cars was
very unfavorably criticised at first, but has resulted in
very few cracked flanges, — no more than would be
expected with a six-foot base.
The overhead lines are gone over once every day by
the head man in charge of them. A wreck wagon at
each barn answers calls for electrical disablement as
well as for the ordinary run of wrecks. Besides this,
the line foreman has a construction wagon at his dis-
posal.
Such is the system of electrical inspection now in use,
and while it is not yet perfected, for the reason mentioned
above, it at least shows by its results what systematic
inspection can do.
ELECTRIC BELTS.
OUR good old friend, Doctor Quackenpills, says:
" Electric belts, sir, I may state without reser-
vation are totally inadequate as therapeutic
agencies." However, Doctor Quackenpills may misap-
prehend the title of this article. All street railway men
will instantly understand that electric belts are prime
necessities of nine-tenths of the electrical plants of the
country. In fact, the belting for electric power stations
is required to be of the most perfect and special construc-
tion and design, in order to attain the great end of econo-
my in the production of the power. It is with this in view
that Charles A. Schieren c^ Company, of New York and
Chicago, have exerted their efforts and produced their
excellent belts. Particularly applied to this great and
growing branch of commerce is the famous Schieren per-
forated leather belting, the popularity of which is increas-
ing every day, and the best flattery of which is the num-
berless imitations against which the Schieren Company
warns its friends. The perforation principle, which pre-
vents formation of air cushions, and thus conduces to
economy, is being practiced to advantage with small belts
even, and all main driving belts of Schieren make are now
perforated. Their new tannery at Bristol, Tenn., nearly
completed, will give them the utmost facility for getting
good stock, and plenty of it, so that future orders, no
matter of what size, may be expeditiously executed. The
special processes of tanning and the careful construction
of the belts will speak for themselves when the pleased
buyers are counting their dividends, gained through
economy of the Schieren belts.
I If hung upon the open car, lie wildly fanned the air,
Anil shrieked as he paid his nickle, " Do ynu tliink this fare is fair."
620
(^M^j{aAi^\}^eA/l^
THE ELMIRA & HORSEHEADS ELECTRIC
RAILWAY.
THE public gas. electric light, electric railway and
water supplj' of Elmira, N. Y., are all under the
ownership of the Elmira Municipal Improvement
Company, although each of these branches is under a
different corporate name. They are under the very
efficient general management of Frederick A. Cheney,
whose skill as an electrical
and mechanical engineer, to-
gether with his business ability,
have long since placed him ^^HMk l(>
in the front rank of station
managers and constructing en-
gineers. The Illuminating
Company's station here des-
cribed is of his design and
construction and reflects great
credit on its author. Mr.
Cheney is blessed with a wife
who takes a lively interest in her husband's work, and
who has made a careful study of engineering and elec-
trical problems. The following outline of the plant is
from her pen.
ELMIRA & HORSEHEADS LINE.
" A good illustration of a street railway hiring its cur-
rent from a central station is that of the Elmira & Horse-
the United States, built for furnishing light and power,
has a special power plant to drive railwaj' and stationary
motor generators. This consists of two Mcintosh &
Seymour compound condensing railway engines of 400-
horse-power each, either one of which is ample to do
the work, so that the generating plant is really a dupli-
cate one; the engines being so arranged that a short
shaft between them can be clutched on to either engine,
and from this shaft are driven generators for furnishing
current for stationary motors — an idea that might be
copied by street railway companies to their advantage.
The Elmira & Horseheads Railway has twenty-three
miles of track, wiih sixteen motor cars and eighteen
trailers; double track through the city with single track
to Horseheads, six miles. The track is of heavy girder
rail. The overhead work is to be reconstructed when it
will become one of the best equipped roads in the easr. "
THE MCINTOSH & SEYMOUR ENGINES.
The Review has fully described the Mcintosh &
Seymour machinery at the World's Fair. The engines
in this station form an exhibit of which they are no less
proud. The engine most worthj' of notice is the vertical
triple expansion in the lighting service. It has four
cylinders; one high pressure, one intermediate and two low
pressure, the low pressure being tandem with the other
two. The rear upright is made heavy enough to serve
even though the steel columns were removed. There
ELMIRA rOWEK HIJLSE.
heads Railway, of Elmira, N. Y. This company a few
years ago entered into a contract with the Elmira Illumi-
nating Company, at a fixed price per car day of seven-
teen hours, to furnish current to operate its cars. This
contract has proved advantageous to both companies;
relieving the railway company from the expense of
emploving skilled labor and the petty annoyances attend-
ing the generating of railway current. The service in
this case is certain and all that could be wished for.
The accompanying illlustrations are of the new cen-
tral station of the Elmira Illuminating Company just
nearing completion. This plant, one of the finest in
are no stuffing boxes between cylinders, the packing sleeve
consisting of a long tube babbitted to fit the piston rod.
The cylinders are provided with the regular double valve
arrangement whereby the opening and closing of the
exhaust and the admission of the steam is regulated by
fixed eccentrics driving the ruain valves, and the cut-
off is regulated by an auxiliary valve driven by the
governor, this valve being placed on all the cylinders.
In fact the whole engine is a combination in a new form
of the principles and devices, already so well known,
that have characterized Mcintosh & Seymour engines in
the past and made their success so great.
(^licd.5^mWa^j^Vm/
r,2l
LONDON'S METROPOLITAN HADES.
THE London Financial Observer states that a recent
spell of hot weather played havoc with the income
of the District Railway Companj' (underground),
and that with a temperature of over 80° in the shade, the
MC INTOSH-SEVMOUK IRU'LE EXPANSION.
wayfarer has preferred to take the bus rather than brave
the Metropolitan Hades, in spite of the loss of time
involved.
If this is the way it seems to an Englishman at the mild
temperature of 80°, what would an American public do
in the higher temperatures common here.
THE SANDUSKY RECEIVERSHIP.
ALL things considered, the recent appointment of
Captain J. C. Gilbert, as receiver for the San-
dusky, Milan & Huron Electric Railway, was the
best for all concerned.
The company was formed last autumn and began con-
struction. It was capitalized at $100,000, of which
$80,000 has been called in and the estimate of the cost of
the line was $155,000. The balance of the necessar}-
amount was to be raised on the sale of $75,000 in 6 per
cent bonds, at par.
When the bonds were first issued, Cleveland capital
agreed to place them, but the floating was deferred until
August, when the stringency in the money market
worked the failure of the scheme.
The men at the back of the enterprise are solvent and
as the road is a valuable property, it is worth more than
it failed for. The receivership simply extends the
time for the sale of the bonds and the receiver has power
to operate the road.
Siemens, of Berlin, show in their scenic theatre in
Midway Plaisance, some beautiful electric illusions and
effects, illustrating the experiences of a day in the Alps
from early dawn to sunset. The curtain rises on a star
lit scene upon which the sun begins to glow, lighting first
the mountain peak causing, it to glow in the red sunlight.
Soon the mountain gorges, the chalets and the forests
are in full light. Gradually the morning gives way to
a midsummer day, glittering on the water falls and on
the snowy summtis of the distant mountains. Dark
clouds then begin to gather and a mountain storm rushes
through the valley. Thunder rolls and lightning flashes
and the full effect is reached of an Alpine storm. Then
sunset comes stealing over the mountain and the scene is
)N 1 III. I.lNl — I.I..MIKA .\ IluH^Llll.AI
An agile darkey not long ago jumped fioin the top of
the Eighty-ninth street station of the Third avenue
Elevated in New York. He fell and rolled over in the
mud two or three times but when an oiliciT approached,
he jumped to his feet and disappeared.
lighted by the opposite glow until gradually the stars
appear. Moonrise next floods the scene in silvery light,
then darkness spreads over the valley and the Tyrolese
warblers sing their plaintive songs as the curtain falls.
The scene is beautifully arranged, by Arthur Schvvurt/..
<i2-'
(^med/ J\aiWxi^ J^VkW*
PARIS PUBLIC CARRIAGES OF THE PAST.
MGUIZOT, in his interesting and highly trust-
worthy history of civilization, declares that
• no world-moving idea has ever been pro-
duced that has not received its beginning or its shaping
in France. The beginning and shaping of intramural
transit is no exception.
H. Meyer, of Paris, in part from that cit^- of refuge,
the "Dictionnaire Larbusse," and in main from other
sources, has written a very interesting history of the
Parisian public carriages. The illustrations are gathered
from the originals, and treat the subject in a thoroughly
and other liveried people and the working folk should
not be allowed to enter.
The first line was run from the gate Saint Antoine to
the Luxumbourg, from the street Saint Antoine (opposite
the Place Royale) to the street Saint Hondre (opposite
the church Saint Roch.) Others made the tour of Paris.
The gentility, however, mixed itself up, and soon the
fashion was to have these carriages decked and painted
with great elegance, driven by lace-trimmed coachmen
and directed by lackeys in pompous livery. Great dudes
were these seventeenth century conductors. As useful
as these carriages were the fashion changed as fashions
will, and the)- passed out of existence.
THE CUUCOU.
THE 60-PASSE
THE BEARNAISE.
Parisian manner. No less a personage than the great
Pascal is credited with the introduction of public convey-
ances \n Paris. Pascal needing pecuniary aid, trans-
mitted the idea to the Marquis of Roanne, who associated
in the first Parisian street car company a number of his
titled and wealthy friends. The Hrst vehicles employed
were carriages, because the coaches used in interurban
transportation were too heavy for the then miserable,
muddy, and generally disreputable streets of the metropo-
lis. The price was five sols (sous), about five cents.
Thus it was two hundred and twenty-two years ago,
or in 1672, that the first public conveyance was effected
NGER CARRIAGE.
Not until 1S28 did the originators of the omnibus idea
gain their point and silence the Parisian kicker whose
voice was heard in the land. The prefect of police in
1819 went on record saying that the stoppage of omni-
busses on the highway would so congest tra\'el thai the
idea must be abandoned.
In 1827 Sieur Baudry obtained a charter for an omni-
bus line and put into execution in Paris his experience
gained at Nantes and at Bordeaux, and in 1828 the first
line was put in commission and baptized " omnibusses."
The first two lines traversed the boulevards and ran at
fifteen minutes headway, starting from the corner of the
THE TRICYCLE.
at Paris. The carriages left at fixed hours. These
accommodations were only semi-public, as the charter
read that they were established "for the accommodation
of a large number of persons little accommodated, such
as pleasure seekers, infirm gentlemen, and others not
having the means to travel in bath chairs (sedans 1, or in
private carriages, because the latter costs them a pistole
per diem."
The charter was granted with stipulations that are
characteristic of the epoch, "that soldiers, pages, lackeys.
ECOSSAISE, THK W H I 1 li I, ADV.
Rue de Lancry, one going to the Bastille and the other
to the Madeleine. Instead of gong or whistle, the signal
for departure was given in a highly aesthetic manner, from
a species of concertina, operated by a pedal at the driver's
discretion. No conductors were emplojed at first, and
entrance was provided at the rear. A strap, operated by
the driver, closed the door, and warning to stop was
made by a cord witlnn reach of the passenger.
A guide book for the city, dated 1S35, mentions the
following styles of vehicles: Dames blanches, the tri-
(^olaeet J\aiUv!av 5^V^
fi-2.'^
cycle, the favorites, the ecossaises and the batignollaises,
the hirondelles (swallows), the gazelles, the excellentes
and the constantines appeared later. The dame blanches
were named from a successful opera and the ecossaise
from an African expedition. The others are self-explana-
tory. The various names betokened the routes of the
busses, and each line differed from the other in color of
the vehicle, horses and liverj' of the attendants. All
decorations and liveries were suggestive of the names
carried. A weather cock projected above the conductor
showed the destination of the vehicle. All these car-
riages carried fifteen persons without roof seats. The
fifteenth sat back to back with the conductor. About
1835 ^11 Paris was astonished by the appearance of an
omnibus capable of holding sixty persons and drawn bj'
eight horses.
The tricjcles, see illustration, were curious affairs,
built to outwit a " wheel tax" levied on all four-wheeled
vehicles. But the law was changed to suit the conditions
and thu; enterprising contractor went again on all fours.
The coucous, see engraving, were short-lived vehicles,
disappearing about the time of Balzac's death. The
SAN FRANCISCO'S GIGANTIC COMBINA-
TION.
FULLY alive to the advantages of union, the San
Francisco cable lines have, like the Irishman's
goats, swallowed each other and are now one.
The Market Street Cable Company, controlled by the
Southern Pacific and managed by J. L. Wilcutt, and the
Omnibus Cable Company are the parties to the merger.
A combination of this kind must needs be brought
about by a man of finesse and ability and H. E. Hunt-
ington was the man.
The capital of the new corporation is fixed at
$16,000,000, and divided into 160,000 shares. This will
reduce administration expenses at a rate of 6 to i, execu-
tive offices to the number of six having been previously
maintained.
The following lines are to be under this one executive
head : —
Calencia, Castro, Haight, Hayes, McAllister and Fifth
streets lines, operated now as the Market Street Cable
Railway System; Park & Ocean Steam Railway; Turk
THE CAROLINE.
THE I'AKISIENNE
'MIE MODERN OMNIBUS,
modern tilt cart is its successor. A rapid increase of lines
and cutting of fares, nearly drove the omnibus lines to
destruction, until French wit devised the transfer ticket
in 1S36. By means of transfer, one may almost make
ihe tour of the city for 30 centimes. The roof-seat omni-
busses at 15 centimes date from 1853, and in 1855 the
different lines were combined into the Compagnie Gene-
rale des Omnibus, or the Consolidated Omnibus Com-
panj-, which now controls the system of Paris.
SIOUX CITY'S CABLE CHANGES HANDS.
BY special order of the court. Assignee Hubbard
has secured a court order by which John Peirce
becomes owner of all stocks and bonds of the
Sioux City Cable Street Railway Company.
D. T. Hedges and John Pierce owned the road in
common, the former holding 1,720)^ shares of stock and
$150,000 in bonds, which were never sold. These hold-
ings were used as collateral in securing a $75,000 loan,
and -Mr. Pierce made a proposition to cancel this debt
against Hedge's estate if the stock should be transferred
to him.
A Manias on an alley L train became dangerous and
required three guards to hold him until the police arrived.
Street Line, and Sixth Street (Central Railway); Mission
Street Line (City Railway); Howard street. Third and
Montgomery street lines, and Post, Ellis and Grove, etc.,
cable lines of the Omnibus System; Folsom, Fourth and
Kearney street, and Market street horse cars of the
North Beach & Mission. The new company will thus
reach every part of the city and extend from North Point
almost to the San Mateo county line and from the bay to
the ocean.
The Gear}' Street Railway was invited to come into
the fold but regarded it as better policy to remain out.
The pro rata for the different component companies will
be on the basis of the earnings for the past five years.
The Market Street Company will predominate, eight out
of ten.
Extensions will be made on the entire system. Fewer
cars will be run on parallel lines, but the time will be so
arranged that the headway will be three minutes.
The officers of the San Francisco Cable Companies
Consolidated are: H. E. Huntington, president; J. L.
Wilcutt, secretary, and M. Haley, superintendent.
Om) Party. — What d'ye blow that dinged whistle for.
CoMH'CTOK.— To start the car, sir. Oi.u PAI<T^•. -Ah.
I see, have to scare them horses to make 'em go. — Puck.
«-'4
T
(^^licct J\aiWav" j^yic\/
CABLE ROAD SWITCH.
*HE accompanying illustration shows a patent of W.
N. Colam, of London, on a cable tramway switch,
arranged to make it impossible to turn the slot and
the track switch in opposite directions. An inspection of
of the drawing will fully explain the working.
THE FUNNY STAR.
1
mb'l
"^^HL,!^^
TO^cfi^Dmr^..,^
J^l/
T^m'^^^
T F Kansas City is more proud of one thing than
I another, this self-gratulation centers on its fine rapid
A transit facilities. One day lately, the Kansas City
Star editor saw the accompanjing pretty picture perpe-
trated, after a bad night, by the New York Herald's
obituary editor. The Star man unwound as follows: —
"This monster, sliown in the accompanying illustration,
reproduced from the
New York Herald, is a
picture of a Broadway-
cable car in use in that
city. There seems to
be criminal ignorance
or carelessness in per-
mitting such a ferocious
variety of a cable car to
be used in a civilized
city. How can Ameri-
cans consent to allow their wives and children to be
e.xposed to the necessity of meeting and even employing
such an untamed steed .■'
"There are tame cable cars wliich New York might
procure, handsome, useful conve} ances, pleasant to ride
in, easily controlled, and perfectly harmless. Why their
city council should have selected this malignant type, with
its flat nose, cruel eyes, and deadly teeth, is an inexplica-
ble mystery. It seems that any corporation, however
unintelligent, might know from one look at this creature,
that he was not the sort of a cable car that it should have
given a franchise to. In the face of the reign of terror
which seems to have settled over that city in consequence
of the blunder made in selecting wicked cable cars, it
might be no more than merciful for the west to send a
few enlightened missionaries to that suffering metropolis,
to carry tidings of the good cable cars which have for
years been domesticated hei e, and have been found so
eminently satisfactor\' on Kansas City's hills and Ciii-
cago's Hat expanse, on San Francisco's small mountains
and over the streets of Saint Louis."
Wh}' is this thus. Father Knickerbocker?
SUNDAY TRANSPORTATION IMPROVING
IN TORONTO.
THE recent defeat of the Sunday street car at
Toronto seems to have only stimulated its cham-
pions to renewed effort, and has resulted in the
formation of a Citizens' Sunday Car Association. One
of the immediate results of this association has been the
establishment of several lines of busses, which run only
on Sundays, passing over the prominent street car routes,
and from present indications it is expected a complete
Sunday service will be given to and from all parts of the
city.-
No fares are collected, but a box is placed in a con-
spicuous place inside the buss, and proceeds, which are
entirely voluntarv, are given to some charitable institution.
So far the service is good, and will improve as it becomes
better organized. The method of evading the Sunday
law is as unique as it is successful, and there can be little
doubt that another election will win over those 1,003,
with some to spare.
WESTERN AGENCY OF THE BALL ENGINE.
WHEN the Review man took his assignment
to go to 506 Rookery, to interview the
western representative of the Ball Engine
Company, of Erie, Pa., he expected to find a 3'oung man.
In fact, in railway circles he has been so used to find
young men that it has become the expected to find them.
In James H. McBrier, however, who commands the im-
portant position of Chicago representative of a firm so
well known as the Ball Engine Company, the Review
was surprised to learn that the gentleman was but twenty-
seven years of age.
" I haven't a verj- eventful historj-," said Mr. McBrier.
■' I was born twent3--seven years ago at Allegheny, Pa.,
which is probabl}- the most important event in my
life. My early school days were spent at that city. My
later education acquired at Phillips Andover Academj-.
I was about to enter Yale when circumstances forbade.
"I went into the Ball Engine Compan3's' employ-, that
was my first business experience, and became cashier at
the home office at Erie. Last year I came to Chicago,
and have been here since, taking the western manage-
ment in September. So you see my life, so far, hasn't
been very romantic, not even romantic enough to be
married."
Mr. McBrier is an affable young man, thoroughlj- ac-
quainted with hjs business and full of enterprise and
pluck.
Marseilles has an electric railway' in successful opera-
tion. The line is the most important installation of the
kind in France and is about four miles long. Eight cars
on week days and twelve on Sunda\' is the equipment,
and each car carries from forty to fifty passengers. The
speed varies from six to twelve miles an hour. The' line
is on the overhead S3'stem with rail return.
(p,\MAJr{aAyiw\f^w^
0-'5
A STREET RAILWAY MAN TO THE
RESCUE.
T T-l TIMERS in Kansas City tell a good story
I II of T. J. Kelley, once secretary and treas-
urer of the Corrigan Street Raihvaj' Com-
pany. The treasurer kept his funds in the
Kansas City Savings Bank. That is, as
much of the funds as his pride would allow,
because then, before 1871, pennies were considered rather
small and useless coins, and people were actually ashamed
to use them for ordinary petty business transactions. So
Kelley put them in sacks and stored them like records in
the company's vaults. The street railway fare boxes
became a regular dumping ground for pennies, and the
pile of sacks grew incredibly. The panic of '71 brought
among other things a run on the Kansas City savings
banks. Several other like institutions had suspended, and
fears were entertained for the Kansas City, also. Finally
the run came, and depositors were lined up for blocks,
waiting their turns with the tellers. The situation was
alarming, and baskets full of gold were going out, when a
happy thought struck Kelley. Without delay he went
to the police station and borrowed eight officers. Then
loading eight sacks of coppers, with the other coppers as
guards, on a wheelbarrow, he took the procession to the
bank. The sacks had originally held gold, and each was
plainly labeled $5,000, in big, black letters.
Arriving at the bank, an old darkey who had come to
withdraw his "doUah and sebenty-two cents," remarked,
"Why, Mistah Kelley, wh' foh yo' put all dat money in
when de bank's gwine bust?" Kelley replied, "That's
all right. The bank won't bu.st. I can put more money
in here in one day than you people can draw out in six
months." This .settled it. The display of Kelley's con-
liclence quieted the crowd.
The sacks contained just $40 each.
■ no means, be an uncommon sight in our power stations.
Taking readings at intervals means a good deal of trouble
and uncertainty, whereas the record of a reliable record-
inir instrument shows the actual variations as they occur.
ENGINES IN THE TORONTO, CANADA,
POWER HOUSE.
THE Toronto electric railway power house contains
six 600-horse-power engines of the high speed
type. Four of these were built especially for this
plant. The fly wheels are 9 feet diameter by 25-inch
face. The engines are cross compound, the low pressure
cylinder being fitted with Corliss valves. Independent
condensers are used, together with automatic relief valves
to provide for the exhaust in case the vacuum fails in the
condensers. The condensers can also be thrown in while
the load is on the engines.
A thirtj'-inch steel pipe brings water from the lake for
the condensers and the discharge is into a 30-inch brick
sewer. The supply pipe is below the water level all the
way.
DISTRESSES THE HORSES.
S'
. OME of Henry Berg's followers in England
have prepared a resolution which they are endeav-
K ^ oring to have adopted and published by the
directors of the London Omnibus Companies, "in the
hope of producing a good effect on thoughtless and
unfeeling passengers." It reads thus:
"Kindness to Animals — It is respectfully
requested that passengers ■
possible iVoui stopping
of the road, as doing
The only improvement which extreme humane sugges-
tion could imagine would be for the passengers not to ride
at all, in which case the "distress" would certainly be
abstain as much as
; the omnibus on hillj parts
so distresses the horses.''
DlAliRA-M FKOM RRCORDING AMMETER, CLEVELAND.
RECORDING AMMETER ON THE CLEVE-
LAND CITY RAILWAY.
THE accompanying diagram is a recording ammeter
record, taken at the west side power house of the
Cleveland City Railway. The ammeter is the
invention of Joseph Wills, the assistant engineer. The
record is noticeable as not showing as extreme a varia-
tion as is usually expected in a plant of this size. The
convenience of recording ammeters and watt-meters is
coming to be recognized, and in a few years they will, by
reduced to a minimum. What our good but slow Eng-
lish friends need is an electric or cable line, in which
the element of distress is wholly wanting.
John E. Nelson, town councillor of Glasgow, and
John Morrison, a large contractor of the same city, spent
some time in Chicago investigating the street railway sys-
tems. They were properly accredited representatives of
the Glasgow council and, as such, were entertained by the
municipality. Both enthusiastically praise electric traction.
(120
(^^ilwdrj{aA\^u^
STREET RAILWAY LAW.
EDITED BV MR. FRANK HUMBOLDT CLARK, ATTORNEY AT LAW, CHICAGO.
Franchise to Occupy Entire Street zvith Tracks.
Where a street is occupied by two street railway traclts and numerous
poles and wires, injunction will issue at suit of abutting property own-
ers, against the construction of a third track and additional poles,
which would create unnecessary interference with the ordinary uses
of the street, although such construction has been authorized by the
city council.
The court said : According to the evidence, as appears
from the record of this case, Second South street is one
of the principal business streets running east and west,
and at the date of the granting of the franchise to the
defendant, and of the trial of the cause, there were in
operation upon that street two railroad tracks, which
were located in the center of the street with a line of
poles between them. There were also many electric
light, telegraph and telephone poles placed in line on
each side of the street about four feet from the sidewalk,
and on these poles were stretched numerous electric
wires. The two tracks in operation were constructed
with T-rails, which project several inches above the sur-
face of the street, and render the crossing of the tracks
with vehicles difficult and dangerous, the street not being
paved. The appellant proposed to construct its track in
a similar way on the north side of the present track,
and to erect additional poles, which would still further
obstruct the ordinary travel and render the respondent's
property less accessible for business purposes. The
tracks already upon said street afford ample facilities to
run all the cars necessary for public convenience, and the
construction of the third track would be a serious impedi-
ment to the ordinary mode of travel, as it would not leave
sufficient space between the outside rails and the gutter
for vehicles to pass each other with safety. Where the
track privileges of one company on a city street are suffi-
cient for the business of two or more companies, they
should all be required to use them in common. The con-
struction of an additional track, under the circumstances
of this case, would be an unnecessary obstruction to and
interference with the ordinary use of the street, and a
special injury to the property rights of the abutters, and
on proper application a Court of Chancery may grant
injunctive relief. In such a case an abutting owner need
not stand by and see his property injured without having
any means of redress. (Supreme Court of Utah.
Dooley Block vs. Salt Lake Rapid Transit Company.
8 Notes of Cases, 60.)
Passenger Carried Beyond Destination — Negligence of
Street Car Company — Injury l>\ Being Pushed from
Car by Other Passengers.
The argument for appellee proceeds upon the assump-
tion that the wrongful act of appellant, in carrying the
appellee beyond his place of destination, was the efficient
cause of the injury, without which it could not have hap-
pened; that appellant had knowledge of the danger into
which appellee was being carried by being taken beyond
Emerald avenue, and was liable, no matter what other
causes operated to produce the injury. Undoubtedly, if
appellant knew that if it carried appellee past Emerald
avenue, he would be thrown off and injured, and had such
knowledge in time to have prevented it, its liability would
not be questioned. The failure to stop the car at Emer-
ald avenue had in itself no tendency to throw appellee off
the car; the accident was the direct result of the sudden
pressure by some of the passengers to get off of the car
as it approached Halsted street, and not because the car
had passed Emerald avenue without stopping, or because
of any other negligence, if it be negligence, by the
appellant, than that it permitted the car to become
crowded with passengers. And whatever fault appellant
was guilty of in permitting the crowd, appellee, knowing
the crowd was there, shared in it, and the fault being
mutual, he cannot complain if injury resulted because of
a sudden movement of one or more of the passengers, for
no cause for which the appellant was directlj' responsible.
(Illinois Appellate Court. Chicago City Railway
Company vs. Considine. 33 Legal Adviser 249).
Injury to Child — Driver Starting Car — N^oticc of
Intention to Become Passenger.
A street railway company is not liable for injuries to a
boy of seven years, by the starting of its car while he
was attempting to get upon the front platform as a pas-
senger, where no notice was given to the employes in
charge of the car, and they had no knowledge of his
intention and attempt to become a passenger; the driver
is under no duty to look for passengers while engaged
in attending to his horses.
(Supreme Court of Pennsylvania. Pitcher vs. Peoples
Street Railway Company. 154 Pennsylvania Reports
560).
Person Throivn from Car Pounding Curve — Standing
on Platform — Crowded Condition of Car.
A street railway company is liable for injuries to a
passenger, who remains standing upon the platform with
the knowledge of the conductor, because the car is so
crowded that he cannot find a seat inside, and is thrown
off while the car is rounding a curve, by the negligence
of the persons in charge of the car in failing to check or
slacken speed in approaching the curve.
(Supreme Court of Minnesota. Brusch vs. St. Paul
City Railroad Company. 55 Northwestern Reporter 57).
City Employee ivorhing in Street — In/ury f>y passing Car
— Failure to give Warning.
An employe of the city engaged in laying water pipes
under the tracks of a street railway is lawfully in the
trench dug for that purpose, since the consent of the city
to the occupancy of a portion of the street by a railway
company does not destroy its right to repair or construct
public works.
(^(?i^j\ailM^li^ym/
r;i>^
A street railway company is liable for injuries to a
laborer engaged in laying citj' water pipes under its
tracks by the moving of a car across the ditch without
notice to the men at work in it, where on all previous
occasions notice has been given and "Buch notice was a
reasonable and prudent act under the circumstances.
(^Supreme Court of Penns^'lvania. Owens vs. People's
Passenger Railroad Company. 26 Atlantic Reporter,
748-)
Defective Appliances — Iii/nrv bv giviiii^- way of Handle on
Car — Complaint failing to show Relation of Carrier
and Passenger.
In an action against a railroad compan}' for injuries to
the plaintiff by the giving way of a handle on a car,
which plaintiff took hold of while entering it, a complaint
which fails to allege that it was at a station provided for
passengers, or at a place where it was usual or customary
to receive passengers, or that plaintiff was invited or
knowingly permitted to attempt to board the car, or that
he was in any way accepted as a passenger, fails to show
any relation existing between the parties devolving on
defendant the duty towards plaintiff of maintaining its car
in repair.
(Supreme Court of Alabama. North Birmingham
Street Railroad Company vs. Liddicoat. 13 Southern
Reporter, 18.)
Street Railway as Common Carrier — Care required —
Burden of Proof as to Negligence in case of Personal
Injury.
Street railway companies are common carriers of pas-
sengers and are liable, as other common carriers, upon
common law principles. Common carriers, for the pro-
tection of their passengers, are bound to the exercise of
more than ordmary care; they are bound to exercise
extraordinary care and the utmost skill, diligence and
human foresightj and are hable for the slightest negli-
gence.
Where a passenger, without negligence on his part, is
injured b}' the derailment of the car in which he is travel-
ing, the carrier, to overcome the presumption of negli-
gence caused by such derailment, must show that the
accident was produced by causes wholly beyond its con-
trol and that it has not been guilty of the slightest negli-
gence contributing thereto, and that by the exercise Of
the utmost human care, diligence and foresight the
casualty could not have been prevented.
(Supreme Court of Nebraska. Spellman vs. Lincoln
Rapid Transit Company. 20 Lawyers' Reports Anno-
tated, 316.)
Grading Street — Petition hy Property Oivners — Action
against Street Railway.
Petitioning a street railway company to grade the street
through which its tracks run, to "established grade" will
deprive abutting property owners of the right to recover
for injuries to their property by being left below the
street grade if the established grade is followed.
(Missouri Court of Appeals. Pratt vs. Home Street
Railway Company. 49 Missouri App. Reports 63.)
Driving on Track in Front of Car — Care Required oj
Persons in Control of Car.
Persons getting in their carriage upon coming out of a
place of amusement, knowing that there is a large crowd ,
many of whom will go upon street cars which are in posi-
tion waiting to receive them, are recklessly careless in
leaving a safe unobstructed way and crossing over onto a
track which they know is about to be used by the cars,
without looking back or taking any precaution for their
safet}'.
A street railway is liable for injuries to persons in a
carriage who have, by their negligence, placed them-
selves in a perilous position on the track, where the
employes in control of the car could have avoided
the collision with the means at their command, after
they saw or could by the e.vercise of ordinary care
have seen the peril.
(Kentucky Superior Court. Central Passenger Rail-
road Co. vs. Chatterson. 14 Kentucky Law Reporter
66T,).
Injury hy Starting of Car — Signal Given by Unau-
thorized Person — Liability of Company.
The fact that the signal for starting a street railway
tram, causing one who is attempting to get on to be
thrown down and injured, was given by an unauthorized
person, will not relieve the company from liability, if the
conductor by due diligence could have prevented the
moving of the car and avoided the injury by countermand-
ing the signal, or otherwise, although he did not know
that anyone was attempting to get on the car.
(Supreme Court of Illinois. North Chicago Street
Railway Company vs. Cook. 33 Northeastern Reporter
758.)
Cai Injuring Person zvho has Pallcn in Street— Ver-
dict Contrary to Evidence — Contributory JVegligence,
In an action against a street car company for personal
injuries, plaintiff alone testified that while riding on horse-
back his horse fell, throwing him to the ground some 150
feet ahead of the car, and while lying there the wheel of
the car ran over his arm, Four disinterested witnesses
who were riding on the car in a position to see the acci-
dent, testified that the horse fell by the side of the car.
Held, that it was an abuse of discretion not to grant a
motion to set aside the verdict as being contrary to the
evidence.
In such case, the defendant having alleged contributory
negligence, that question should have been submitted to
the jury, even on plaintiff's theory of the facts; and it was
error to charge the jury to the effect that there was no
claim on the part of defendant that plaintiff was guilty of
negligence, and that if plaintiff's version was correct, the
only question to determine was whether defendant's
driver was guilty of negligence.
(Supreme Court of Wisconsin. McCoy vs. Milwau-
kee Street Railway Company. 52 Northwestern
Reporter 92.)
628
^l;uctj\ailM^j^ylc\v^
Reasonable Regulations — Passenger Refusing to Comply
— Payment of Fare on Entering Car.
In an action against a street car company for ejecting
a passenger, it appeared that defendant's rules required
passengers to pay their fare on entering the car; that
after plaintiff had ridden about one and one-half blocks
without paying fare, his attention was called to the rule,
and he was requested by the driver to pay; that plaintiff
answered that the driver was in "too much of a hurry,"
and that he (plaintiff) would "take a little time on that";
that plaintiff was then ordered to get off the car; that the
driver undertook to eject plaintiff, and was himself put
out by plaintiff; that the driver then seized an iron bar,
and again ordered plaintiff to leave the car, which he did
without being struck or injured in any way. Held, That
plaintiff could not recover, as his conduct amounted to a
refusal to comply with a reasonable rule of defendant,
and justified his removal.
(Supreme Court of California. Nye vs. Marysville &
Y. C. St. R. Co. 32 Pacific Reporter 530).
THE NEWARK & CENTERVILLE RAIL-
ROAD.
THE above named road is of rather doubtful pedi-
gree, it being a serious question whether it should
or should not be classed as a street railway. It
is nominally a branch of the Great Southern Pacific
Railroad system, and runs from Newark, California, on
The freight cars are those regularly in use on the rail-
road, it being the custom to haul two of these, loaded, up
the grade towards Centerville, together with the small
passenger car which is kept on the road. Down the
grade nine empt# cars have been hauled without unduly
heating the motors. The operation of the road is under
the sole charge of H. H. Burdick, who appears in our
illustration.
BRAKES FOR ELECTRIC CARS.
ALTHOUGH this subject has furnished material for
a good many editorials during the last two years,
the recurrence of accidents caused by failure or
weakness of electric car brakes, show that not only were
such editorials written with good cause, but that there is
reason for still more agitation of the subject. The
Engineering News, in a recent article, brings out many
points, some of which are not commonly thought of.
In the first place, electric lines are now operating over
much steeper grades than were ever dreamed of with
horse cars, and formerly only possible with cable traction.
The limiting electric road grade is at present that on
which the wheels will not slip. The brake gear, there-
fore, ought to be proportionately- stronger than that for
horse cars. The grades are steeper than any found on
steam roads, for the electric follows the surface, and goes
wherever the traffic demands. Added to this, there are
often curves at the foot of the grades, these curves being
as sharp as any on horse lines. Roads can not choose
"THE MOTIVE POWER CONSISTS <JF TWO EQIIXE MOTORS.'"
the main line of the above system, to Centerville, a dis-
tance of three miles, traversing in its course a beautiful
valle}'. The entire equipment is shown in the engraving.
The motive power, which occupies a prominent position
in the foreground, consists of two equine motors encased
in rawhide to make them water and dust proof and con-
nected up in series. This series arrangement is not
varied by the controller, because the narrow gauge of the
track does not permit parallel coupling and the fact that
powerful starting torque is desired rather than high speed.
their locations in this regard ; they must follow^the traffic.
On a grade of i per cent one mile long the total fall is about
50 feet, and a car starting down at a five miles an hour
gait will attain a speed of 27.1 miles an hour. On a 7
per cent grade the fall of 50 feet will be made in a run of
only 714 feet, and the acquired speed will be 36.5 miles
an hour. The time is 33/^ minutes in the first car and 24
seconds in the latter. The important difference between
the grades is the time required to attain a given speed.
There is plenty of time for action on the moderate grade,
(^iJiectiF^aUM^j^ykv/
629
but very little on the steep. Reversing the motor when
gaining speed on grades is liable to disable it or blow a fuse.
The holding power of brake shoes is small at high
speeds. Engineers handling air brakes in mountainous
countries know this. If the speed gets high enough, the
retarding power of the brakes may not be equal to the
accelerating power of the grade. Air brakes will prob-
ably replace hand brakes some day, and one or two
seconds saved in the time of application, but after all, cer-
tainty of application with full power is more important
than quickness on steep grades. The brake rigging
should be designed with a large factor of safety. The
maximum pressure on the brake shoes should equal the
weight of the car.
The News very pertinently asks the question whether
the interests of safety do not demand that the limiting
grade on electric car lines should be that at which the car
ought to be much less than those customary at present.
As an alternative, some auxiliary method may be used
to help both the brakes and the motors, such as is in use
at Portland and Seattle. These, of course, mean addi-
tional expense, but safety is the paramount consideration
on street as on steam roads.
GENETT AIR BRAKE EXHIBIT.
READERS of the Review will remember a des-
cription of the Genett Air Brake Company's
exhibit at the World's Fair, which appeared in
the June issue. We present in this number an engrav-
ing of the space in the Transportation Building contain-
ing this interesting display.
The air brake in the last six months has had wonder-
ful success and its introduction has been as rapid as the
THE GENETT AIK BRAKE, WURLD's FAIR EXHIBIT.
will Stop, supposing the wheels to be locked and the
wheels sliding on a greasy rail. If only wheel brakes are
used it would. If a car cannot be stopped with its wheels
locked, it is not likely to be stopped at all as long as it is
on the track. Frequent sweeping of the rails and sand-
ing will, of course, improve the bite of the wheel on the
rail, and to that extent increase the brake efficiency.
Experiments are cited on the Paris, Lyons & Mediter-
ranean Railway, showing a coefficient of friction of .11
between the wheel and rail for a railway car with wheels
locked, and sliding on a damp rail at from 18 to 20 miles
per hour. According to this, an 11 per cent grade is
that at which the accelerating force would balance the
friction of the wheels on the rails at 18 to 20 miles an hour.
Street railway rails are, moreover, liable to be coated
with slimy mud, so that possibly the limiting grades
most sanguine could ask. They are now in full opera-
tion on the Broadway & Seventh Avenue line and
Third Avenue line. New York City; Atlantic Avenue,
Brooklyn; Lynn & Boston Railroad, Lynn, Mass.; Hay-
ward & San Leandro Railroad, Oakland, Cal., and on the
Buffalo & Rochester Street Railway lines, New York.
The company also has its brakes in operation in South
America and Australia.
Increased facilities to execute orders gives a capacity
of 300 brakes a month, and so keen is the demand even
during the late depression that the entire output is
absorbed as fast as manufactured.
The exhibit represented has been running constantly
for five months, requiring no attention beyond oiling once
a day. The car wheels represent 20 miles an hour, or
double the speed ordinarily required on street railways.
(3;50
(^^ticctl)^\aiWii^j\eA^^
D. B. HASBROUCK,
President Elect.
ELEVENTH ANNUAL MEETING OF THE
STREET RAILWAY ASSOCIATION OF
NEW YORK STATE.
IN the pleasant rooms of the Chamber of Commerce,
Rochester, the eleventh annual gathering of the
association occurred September 19. President C.
Densmore Wyman was unable to be present, owing to
his duties as manager of the
electric launch system at the
World's Fair, and Vice
President Hasbrouck, of
New York, presided. The
president's address abounded
in the most interesting per-
sonal reminisences of earl^'
days in New York City.
The report of the execu-
tive committee showed the
membership to be 27, of
which five companies had joined during the year, as
follows : —
Binghampton Street Railway, Binghampton ; Elmira & Horseheads
Railroad, Elmira; Cuyadutta Electric Railroad, Gloversville; Ithaca
Street Railway, Ithaca; Niagara Falls Suspension Bridge Railw.iy,
Niagara Falls.
The report further stated no adverse legislation had
become law; and that the financial and business oudook
was greatly improved. Reference was also made to the
death of John Stephenson.
The treasurer's report was: Receipts, $902 ; expenses,
$678; cash on hand, $223. Geo. W. McNulty was
granted another year in which to present his paper on
"Improvements in Cable Traction." A paper by T. J.
McTighe was read on the ''Return Circuit for Electric
Railways," printed elsewhere in this issue. The nomi-
nating committee, consisting of Messrs. Watson, Richard-
son, Sr., and Williams, reported the following ticket,
which was unanimously elected: —
President. — D. B. Hasbrouck, New Yoi'k City.
First Vice President, — G. Tracy Rogers, Binghampton.
Second Vice President — ^James H. Mofl'itt, Syracuse.
Secretary and Treasurer. — W J. Richardson, Brooklyn.
Executive Committee. — ^John N. Becklej', Rochester; Daniel F.
Lewis, Brooklyn; Charles Cleminshaw, Troy.
Syracuse was selected as place of next meeting, which
will occur the third Tuesday in September, 1894. The
Rochester Railway Company then entertained the visi-
tors with special cars to the Bartholomay Brewing Com-
pany, where lunch was served, and afterwards a trip to
Charlotte, Lake Ontario beach, where dinner was given
at the Cottage Hotel, accompanied by orchestral music,
singing by the Tremont quartette and recitations by Lafe.
Heidell; general speech making completed the evening.
The delegates present were: G. Tracey Rogers, president, Bingham-
ton Railroad Company, Binghampton; Wm. Richardson, ex-president,
and Wm. J. Richardson, secretary, Atlantic Avenue Railroad Company,
Brooklyn; Henry M. Watson, president, Buffalo Railroad Company,
Buffalo; W. W. Cole, general manager, West Side Railroad Company,
Elmira; H. Bergholz, secretary and treasurer, Ithaca Street Railway
Company, Ithaca; D. B. Hasbrouck, secretary, Houston, West Street &
Pavonia Ferry Railroad Company, New York; C. A. Williams, secre-
tary, William Rosborough, superintendent, and Albert Green, elec-
trician, Rochester Railway Company, Rochester; C. A. Derr, genera-
superintendent, Rochester Electric Railway.
Tlie following gentlemen were also present: H. W. Blake, Street
Railway Journal; F. R. Colvin, electrical engineer; B. E. Green, elec-
tricity; W. J. Clark, General Electric Company, New York; J. S.
Crider, Washington Carbon Company, Pittsburgh, Pa.; H. C. Evans,
Johnson Company, New York; D. T. Evarts, general manager. Sim-
plex Electric Company, Chicago; Thomas A. Fearey, General Electric
Company, Buffalo; Arthur W. Field, Peckham Motor Truck & Wheel
Company, Kingston; R Gerry, American Iron & Steel Company, New
York;H. J. McCormick, Sehaffer Manufacturing Company, Rochester;
Elmer P Morris, General Electric Company, Indianapolis, Ind. ; A. D.
Newton, Eddy Manufacturing Company, Windsor, Conn.; J. F. Ostrom,
Pennsylvania Steel Company, Philadelphia, Pa. ; D. W. Pugh, John
Stephenson Company, New York; John S. Pugh, Baltimore Car Wheel
Works, Baltimore; F. C Randall, J. G. Brill Company, PhiLidelphia,
Pa.; F. D. Russell, Rochester Car Wheel Works, Rochester; John Tay-
lor, Taylor Electric Truck Company, Troy; A. C. Vosburg, secretary.
New Process Rawhide Company, Syracuse; H. W. Weller, General
Electric Company, New York; C. B. Wyman, manager. Central Elec-
tric Heating C-ompany, New York; Charles J Bissell, counsel, Roches-
ter, and C. C. Woodworth, Rochester.
TRAMWAY AFFAIRS AT MELBOURNE.
OWING to the hard times prevailing at Melbourne
for some months past, the Tramway & Omni-
bus Company has not proved the dividend pay-
ing property it once was, but the stockholders expect
that better limes will come soon and induce more riding.
At the annual meeting Chairman T. B. Clapp gave some
account of the economy that had been accomplished over
last j'ear, which in office expense and stationery was
$2,600; in fuel, $10,300; in cable renewals, $.|8,ooo.
Besides this, there was a large saving from reduction of
salaries and wages. This includes sixteen cable lines,
and the saving in cables was partly from alteration of the
lines and partly from improvements in cable manufacture.
The gross receipts were $2,000,463 and the expenses
$1,890,535. Two dividends, at the rate of 2J^ per cent,
were paid during the year, absorbing $115,000 of the
profits. The system has long held a record as a well-
conducted property, and all things considered, the show-
ing is an excellent one and reflects credit on the manage-
ment.
.STATUE OF LIEF ERICKSON, MILWAUKEE.
^txectj\a4lAVflyj\e^^
631
THE RETURN CIRCUIT OF ELECTRIC RAILWAYS.
THE most important feature of the New York State
Street Railway meeting was a paper on the return
current of electric railway, prepared by T. J.
McTighe, electrical engineer, of Brooklyn, and who has
been prominently connected with electric installation of
the Atlantic Avenue road in that city. Mr. McTighe
writes of his own personal experience, and presents his
argument in a strikingly forceful manner. Of such mo-
ment is this question with street railways at the present
time, we publish the paper in full, as follows:
I had the honor of being appointed a special committee to make
a report upon ''The Return Circuit of Electric Railways." To show
vou that the mangitude of the honor has been appreciated, and the
gravity of its duties well weighed, I maj say that during the whole
interval the committee has been in session every day and night, inclu-
ding Sundays. I may also add that a committee so continuously con-
trolled bv the pernicious one-man power has hard work reaching sound
and impartial conclusions upon the questions forming the subjects of
deliberations at the sittings. One leading difficulty has been to obtain
some crumbs of certainty from the confusing experience's of others. At
one sally of the committee, after deciding
that iron rail bonds were only worthy of
execration (and rust,) we were told that
nothing but iron is trustworthy. Another
opinion, obtained the same day, and also
based upon alleged long experience, was
that the bonds should be copper and the
ends or rivets soft iron. The heathen who
gave this opinion, I am glad to say, has
since come into the fold. Still another^
also a man of experience, announced that
rail bonds were all wrong, that the only
thing to do was, lay a No. o supplementary
copper wire, and connect each rail to this
by a soldered branch terminatnig in a cop-
per rivet, soldered to it and simply driven into the rail at any convenient
point. That made harvest enough for one day. The committee went
home and entered into executive session, and decided to remain in
executive session indefinitely, and try to get at the question in its own
way, since at the outset it got a knockdown blow for attempting to
believe the doctrine experientia docet to be infallible.
The -progress of the trolley system of electric railways has been so
rapid as to become almost bewildering. A multitude of improvements
had been added, the necessary result of careful thought and ingenuity
of the electrical engineer, and the critical study of the practical railway
manager and his assistants. But this has been mostly true of the track
and overhead construction and the cars and power equipment. The
return circuit has been rather neglected, being largely a case of " out of
sight, out of mind.'' Originally installed on a basis evidencing imma-
ture study, and necessarily without experience, it has been left to shift
for itself, or rely upon Mother Earth to open a friclionless path for the
nearly exhausted pressure to get back to the power house. Few prac-
tical investigations of efficiency have been made, and data are meagre.
Yet the return circuit is in some respects quite as important a factor of
the system as the overhead circuit, and a moment's thought will show
this to be true. The efficiency of an electric circuit depends upon the
resistance of all the parts. We carefully figure out the amount and size
of overhead wire so as to bring down the waste of energy in transmit-
ting current to the motors, and we should be logically bound just as
carefully to plan out the return circuit. There is tliis important differ-
ence, too, in our favor in the latter case, that, while we must have all
copper overhead, and consequently must struggle with the spectre of
cost, when we get in the ground we have a veritable tower of refuge
present in the rails, if we but choose to take proper steps to avail our-
selves of their valuable help. Track rails are necessary, and they are
getting better and bigger for our circuit purposes, and I believe it will
not be long before the absurd and costly supplementary wire will have
joined the vast army of discarded ** expedients," and with it the earth
as a permanent part of the return circuit, except in some special cases.
On a wet day in moderate weather, the earth is available, and to a
T. J. m'tighe.
very large extent, I believe, considering that with a seventy pound girde
rail and double track we have something like 30,000 sq ft. of earth con-
tact per mile of track. But we cannot rely upon this doing us the same
service in long spells of dry weather. Still more, we cannot rely upon
it doing anv good whatever in severe winter weather. It is not uncom-
mon in this stale tor frost to penetrate three feet in the ground, and to
stay there for a whole winter. Under such circumstances, the earth
return must go out of our calculation. It is during severe winter
weather that we want to realize our very last watt in the hard pulls we
must contend with almost dally.
We are told in mechanics that the strength of a structure is measured
by that of its weakest part under the most unfavorable conditions it is to
meet. Similarly, in a compound electric circuit, the total resistance
must depend upon the condition of liighest resistance to be met with in
any of its component p.irts. We must plan so as to have our return
circuit efficient in the most prolonged summer drought, and in the most
severe frosts of winter. Ground plates and pipes laid below permanent
water level are a refuge in a few favored localities, but the same can
liardly be said of plates and pipes laid in the ground whose moisture
depends upon the wayward elements.
I have made a large number of calculations as to what should be the
total resistance per mile of the return circuit under different methods of
the construction of the circuit. In making these calculations I have
eliminated the conductivity of the earth, because in average winter
weather the earth turns a very cold shoulder to the track. I have elim-
inated the conductivity of the fishplates, because I believe that under
average conditions the comparatively small areas of contact surface are
too much oxidized to b^ of much benefit. The most approved form of
fishplates bears only at its upper and lower edges against the rail. The
rail and plates are merely special forms of structural steel, rolled while
hot, heavily oxidized at best, and usually rusted still more before being
applied. Two such rolled surfaces never come into good contact through-
out, and it cannot be expected. A straight edge laid along the bearing
surface of the ordinary fishplate will convince any one who takes the
trouble. Even on our magnificently constructed and continuously
maintained steam trunk lines I have, on examination with my knite
blade, rarely found a fit so perfect that I could not enter the blade at one
or more points
I have eliminated all the refinements upon which exact scientific anal-
ysis of the subject would insist, such' as changes of temperature, moist-
ure and other conditions which are more or less insignificant in the prac-
tical work. I have based the figures on the ratio of 6 to i in comparing
the resistance of the ordinary soft steel rails with that of our usual com-
mercial copper, and for the latter J have followed the ordmary tables
adopted by the wire manufacturers.
I have not discriminated between the different assignable values for
resistance in the various forms oE rail bonds, and have calculated only
for the specific metal used in the comparisons, leaving the merits and
demerits of the form out of the question. I will refer to the last
later on.
In studying the general situation prior to constructing, in the spring
of 1S91, the railway system of Lincoln, Neb. (of which my firm were
supervising engineers), I investigated the subject somewhat closely.
Though, at the time and under the local conditions, an advocate of iron
rail bonds, I was and am yet convinced that supplementary ground
wires are an unwise extravagance. I will try to give you the reasons
for this belief.
In steel rails we usually say that every ten pounds weight per yard
means one square inch of cross sectional area. And every square inch
of such area can be brought to terms of copper by dividing by six. Tlie
resistance is easily determined, and we thus readily arrive at some im-
portant results for comparison. For example, take the average city rail-
way rail as being a seventy pound girder. Its area is substanially seven
square inches,and the four rails of a double track make twenty-eight square
inches, equal to a single steel bar four inches inches by seven inches wide
This is electrically equal to a bar of copper having 4.66 square inches.
area, or, in other words, a copper conductor one inch thick and almost
five inches wide. With such a magTiificent path for our returning cur-
rent, does it not seem absurd to supplement it with a No. o wire, whose
area is that of a rod a little over a quarter of an inch square.^ But when
we find the above rail resistance per mile to be but .0086 ohm, while
that of the No o wire is just sixty times greater, the absurdity seems to
grow, and it becomes a case of sending a very small boy to do a very
big man's work, with the man standing idle on the spot.
(\:\2
(^tieetl?\mWxi^j^ylc^
Calculating in like manner for some usual weights of rails, I obtain
the following:
TABLE I.— Double Thaok.
Size of
BailB.
Total Sec-
tional Area.
Equivalent in Copper.
Resietance per
.\r6a.
Thick.
Wide.
Mile.
50 lb.
60 ••
70 "
80 "
90 "
20 8(1. in.
24
28
32
. 36
3.33 sq. in.
4.00
4 66
5,33 '■ '
6.00 "
I in.
3..33 in.
4.00 "
4.66 "
5.33 "
6.00 "
0.0131 Ohm.
0.0101
0.0086
0.01175
0.0067
As it would be tedious to carry all these into further comparisons, I
will carry the analysis out mainly on the seventy pound rail, with one
reference to the big ninety pound rail now being extensively used in
large cities.
TABLE II.— 70 LB. Rail DonsLE Teaok.
5
6
8
9
10
DE80BIPTI0N.
No. 4 cop. bonds, connectore and two No. 0 cop snpplementarieB.
No, 4 cop. connectors to rail ends, two No. 0 cop. supplementariee.
36 inch No. 0 iron bonds single. No supplementary.
36 " " 0 " " double. "
36 " " 0 copper bonds, single. No supplementary.
12 ■■ '■ 0
36 " " 00
12 " " 00
.36 " ■• 000
1-j ■■ •■ 000
'Ml LB. Rail, Double Tbaok.
No. 4 cop. connectors to rail ends, four No. 0 eupolementaries.
13 inch No. 0000 copper bonds, double No supplementary.
Cases I, 2 and ii are given as representing the system on which prob-
ably a large majority of electric railw,iys have been constructed. A few
roads have the supplementary doubled along both tracks and a few have
used slightly larger connecting wires than No. 4 B & S. But I am try-
ing to give the average of what has been accepted as first-class work,
and will try to show it can be vastly improved. The West End and the
Brooklyn City Railroad Companies laid their tracks with double supple-
mentary copper wires (No. o B. & S ), but found them totally inadequate,
and now have put up many miles of huge return feeders or mains at
great cost. Even these are inadequate. In Brooklyn these return mains
(500,000 circular mils) are, when possible, suspended on the elevated
railroad structure. 1 am informed that occasionally.the insulation scrapes
off and the return main makes contact with the iron work. Heat enough
is developed at this leak to soften the insulation for many feet, thus
showing that the resistance of the main return is still too high.
Taking the various cases set forth in Table II., I have constructed
another table, and for the sake of fair comparison I have made the calcu-
lations on the same basis of elimination as previously noted, I am not
aware that the subject has heretofore been followed up to this cvtent, and
I think it will be found interesting and perhaps important.
TABLE III.— Charaotkbistics per Mile, Double Track.
i
%
I
!s
0,0,
5l
a
a
«'
0
H
0
P3-3
•3.2
ll
^1
>. D D
Hi 9^
M
0-
-oil
.§13
0.0a
h
S
H
H
0
■<
S
5
Ohms.
Uhma.
Ohms.
Volts.
Watta.
Dols.
Dols.
1
.0086
.0335
.0362
7.24
1.448
Hi 80
700.00
2
.0086
.0671
,0586
11.72
2.344
234.40
700.00
3
.0086
.0796
.0882
17.64
3.528
352.80
90 00
4
.cote
.0398
.0481
9.68
1,936
193 60
180.00
5
.0086
.0133
.0218
4.36
872
87. ■-■0
180.00
6
.00811
,0044
.o\m
2.60
520
5->.011
115.00
7
.11086
.0105
.0191
3.82
764
76,40
200.00
8
,0086
.0035
.0121
2.42
4?4
48.40
130.00
0
,0086
.0083
.0169
3,38
676
67.60
220.00
10
.11086
.0027
.0113
2.26
452
45.20
150.00
11
.0067
.0335
.0306
6.12
1,2S4
122.40
1,250.00
12
.0067
,0011
.0078
1.66
312
31.20
432,00
Of course, in localities favored all the year round with wet ground, the
above table would be seriously astray; but, as I have said, the table is
based upon the most unfavorable condition, namely, earth frozen hard
for two or three feet deep, and earth conductivity practically ;/;/.
I must not take up your time with any extensive analysis of Table III.,
but I cannot forbear pointing out a few striking features. Take cases
Nos. 2 and 6. The former is, no doubt, used by many members of this
Association. No. 6 is the system of track circuit of the Atlantic Avenue
Railroad, in Brooklyn, N. Y. No. 2 has a total track resistance of .05S6
ohm, and costs, for material, about $700 per mile, while No. 6 has a total
track resistance of but .0130 ohm, and costs, for material, only $144 per
mile. In other words, No 6, in point of efficiency, is four and a half
times a better electric circuit than No. 2, while costing just about one-
fifth as much. In roads likely to have extreme heavy traffic, case No. 11
has been adopted, there being four No, o supplementary copper wires
and the ordinary copper rail bonds or connectors; being thus merely an
enlargement of No. 2, and used in connection with ninety-pound rails.
Incase No. 12, the ninety-pound rails are also used, but there are no
supplementary wires, and each joint of the rails is supplied with /it'o
rail bonds of No. 0000 copper wire, each only twelve inches long. Com-
paring results, it is evident that case No, 12 is, electrically, about four
times a belter circuit than No 11, while costing only about one third as
much.
Now let us compare case No. 12, as it stands, with case No. 11, but
adding to the latter two 500,000 circular mills o-verhead returns connected
heavily to the track circuital frequent intervals. In case No. 11 the
total track circuit resistance is ojo'j ohm ; that of the two 500,000 circu-
lar mills ftreders about .0545 ohm; and the combination circuit measures
about .0196 ohm. The cost of the two feeders (insulated) per mile of
double track roads would be approximately $2,Soo, to which we add the
$1,250, cost of track circuit in case 11, making $4,050.
In short, though our case No. [2 gives us almost three times as effici-
ent an etectric circuit as the new case No. 11, the latter costs almost ten
times more than No. 12. And yet the West End and Brooklyn City
railroad companies pin their faith in a circuit like case No 11.
A glance at the sixth and seventh columns of Table III. is rather
instructive. If we take a medium city system, operating twenty miles
of double track, the company which uses case No. 2 will pay several
thousand dollars per vear tor the energy wasted in the return circuit
while the company using No. 6, or No. 8 or No. 10, will pay but a trifle
in comparison, and save nickels by the quart. I am of the opinion that
it would, to-day, well repay any company using copper supplementary
wires to rebond its tracks on a basis of perennial low resistance, because
on the average it would save the cost -of such change in one year. And
I say the same to those using iron rail bonds.
There is still another phase to this whole question of the return cir-
cuit to which I will briefly refer. I mean the electrolytic decomposition of
the ) uilSy when earth is relied upon as the major part of the return circuit.
That there is such decomposition must be true. The soil under our
paving has for many years been plentifully soaked with ammonia from
animal refuse, with ordinary salt in the winters of by-gone horse car
days, and to these have been added the leakage from the underground
gas pipes. Certainly such soil, when wet and in contact with the rails,
presents all tlie requisite features of an active depositing bath, there
being no dearth of cathodes below. Hence, so long as a considerable
flow of current takes place from rails to earth, there must necessarily be
a good deal of direct electrolytic decomposition of the rails. Let me
take an extreme case. It would scarcely be exaggeration to assume that
on Tremont street, Boston, or Fulton street, Brooklyn, there is a massing
of slowly moving cars, amounting to, say, 100 for one mile of double
track. Let the rails used be seventy pound girder, and for the current I
would say twenty amperes per car for fifteen hours per day would be a
fair average. ioox20x 15x365=^10,950,000 ampere hours per year. If
all this went back to the generator by way of the earth, the decomposi-
tion of the rails every year would be 7,665,000 grammes, or about 17,000
pounds of iron, Nearly eight tons lost from the mile of double track in
one year. As the mile of seventy pound rails would only aggregate 220
tons, it would not be many years, at that rate, till the rails would be
qualifted for a pension for loss of both feet incurred in the service, and in
time we might have an illustration of the proverbial ''two streaks of
rust and a right of way."
I have assumed an extreme case, but I have no doubt that there is a
considerable amount of direct electrolysis of the rails. Nothing can be
done to entirely avoid it, but it can be reduced to a minimum by over-
hauling the track circuit and giving it as great an electrical value as
possible, and it might be retarded by dipping the rails before laying, simi-
larly to gas and water mains. In abandoning as much as possible the
^ti£d.ll\aiWay9\eylcW*
na:!
rather uncertain supposed advantages of the earth return, we would to a
corresponding degree rid ourselves of troubles with gas and water pipes
and telephone circuits, and yet would be as safe from lightning as we are
at present.
If it be admitted, then, that it is desirable to obtain from the track
structure as great a conducting power as possible, the question arises,
How shall jt be done? This at once brings ws to the subject of rail bonds,
and a criticism of the various t^'pes used, with a view of arriving at the
best from all points of view.
There have not been many types brought out by the manufacturers.
Probably the earliest was made of a piece of wire having its ends coiled
around two rivets and dipped in solder. This form is still much used,
but it is objectionable. By its use four contacts exist at every rail joint,
i. e., rail to rivet, rivet to wire, wire to rivet and rivet to rail- To ensure
its position in the rail the rivet must be upset, and this in a great number
of cases either starts or completely loosens the contact between the rivet
and wire. If it escapes this, the constant vibration of the rail sooner or
later causes loosening of the wire on the rivet. Once looseness occurs,
the bond is of little use. Again, the essential nature of such a rail bond
precludes the use of any large wire in its construction. Still, many roads
have used them and are still doing so. The wire generally used is No,
4 B. & S., sometimes iron and sometimes copper.
Another type, which has met with much favor, consists of two
soft iron pins with enlarged heads, which are drilled transversely to
receive the connecting wire, which is upset after passing through
the heads. This form is open to the same objections as the previous '
one, being in three pieces, the integrity of whose contact is almost sure
sooner or later to be destroyed, whether the intermediate wire is iron or
copper.
Later on appeared the ingenious, and, from a purely constructive
aspect, very economical "channel pin." It met an enormous sale, and
it is to-day in extensive use. The form is familiar to you, and I need
not describe it. It requires three pieces, is not capable of riveting in the
rail, and its form prevents the pin and wire from completely filling the
hole in the rail, and rapid corrosion of contact is inevitable. Being
merely driven wedge. like into the rail hole, its stay is not reliable, and
by corrosion and continual vibration it becomes loose and almost value,
less. There is. too, a tendency for the workman to force the wire against
the sharp edge of the hole while driving the pin, thus weakening the
wire very materially. It, too, like the rivct-and-wire bond, has a limita-
tion as to the size of the connecting wire. No matter how carefully the
mechanics of the job are attended to, we have a mere plug driven in a
hole, and so between the rail and channel pin and the car wheels is a
very good illustration of a cask, a bung, and a bung starter, with the odds
against the bung.
Another type of a rail bond is that composed of a piece of copper wire
with cast copper rivets electrically welded thereto, on p oj cting stems '
the size of the wire. This is an attempt in the right direction, but does
not work out in practice. The electric weld is apparently uncertain, the
union in many cases under my inspection being so imperfect that it
could be broken by hand. The small copper castings exhibit radial
crystallization, making welding diffijult. Many also break in applying
to the rails, and such happenings destroy confidence.
I now come to what is known as the " solid one-piece bond," which
has sprung into great favor. It would be disengenuous, were [ not to
announce right here, that this rail bond is a patented invention of my
own, but I hope that you will admit that I am trying to view this ques-
tion from a broad and disinterested standpoint.
This solid one-piece rail bond is simplicity itself. It is merely a wire
with expansion curves at its ends, on each of which a heavy shoulder is
swaged from the wire itself, so that both the rivet ends thus formed and
the intermediate wire are all one solid integral piece. From rivet to
rivet there can be no failure of contact, except by forcible rupture or
total corrosion, and there can be no failure of contact between bond
and rail, because when the rivet end is properly .headed up, the
connection made is perfectly water-tight and air-tight, and it is proof
against pounding and vibration. There is no solder required, no parts
to shake loose, and there is no restriction in size of wire, as the bond
can be made of No. 4 wire and it can be made of No. 0000, and larger if
desired.
I suppose the great majority of rail bonds used span around the fish-
plates, which nowadays are quite long. My belief is this is a mistake.
Table III. will show what a difference there is in resistance in the track
circuit as between thirty six inch and twelve itich bonds. The twelve
inch bond has the advantage in the total track resistance of from 40 per
cent to 50 per cent. A twelve inch solid bond, with its expansion curves,
makCR 1 distance between rivet centers of about eight inches, Electric-
ally considered, it does not matter what part of the rail end is used tor
bonding. The holes can be drilled through the flat "tram" or through
the floor of the rail, four inches from the end, just as readjly as through
the web or stem There is no difficulty whatever, and I can imagine no
type of track construction forbidding the use of short bonds. I have
bonded many miles of track in this manner, and used the twelve inch
bonds, and had no trouble. In girder rail I prefer to drill the holes
through the flat tram, taper ream the holes from above, and deeply coun-
tersink; then pass the rail bond up from beneath, and head up the ends
till the taper and countersink are completely filled. This method has
one great advantage, in allowing every rail bond to be inspected at any
time without disturbing the paving. The tracks of the Atlantic Avenue
Railroad, in Brooklyn, were bonded in this way with No 000 copper
bonds, eight inches long between rivet centers, and they have given
entire satisfaction.
Rail I onds should, after being applied, be either heavily coated with
shellac and asphaltum, as practiced by Mr. Wason in Cleveland, or have
a grooved strip of wood filled with asphaltum slipped around while the
compound is soft. This will prevent corrosion.
Another important element of the return circuit, in such roads as do
not pass the power house, is the main return Whether earth circuit is
used or not, there should be a heavy connection from the generator or
switchboard by the shortest route to the rails. Such a course is gener- .
ally adopted, but the size of the conductor is apt to be too small. I have
seen several cases of serious inadequacy in this direction, so much,
indeed, as to heat the main return. I had occasion once to discuss the
question with a gentleman who called himself an electrical engineer,
and who had engineered several railways of considerable size. The
problem was to return a possible maximum of 5 000 amperes about half
a mile from tracks to generator. I gave my views, which embodied
rather heavy work, and also my calculations for loss of energy, etc
"Nonsense,'' said he, " four No. .0000 wires would be abundance,
because you can lay them in the ground, and the heat will be carried off
before harm can be done." It was no use arguing against that; and I
utterly filled to persuade him that his four wires would require 320 volts
to drive the 5,000 amperes through them, i e., a loss of over 2,100 e. h. p.
Fortunately, that engineer has generally had some check on him, and
thus the construction of several monstrosities has been avoided
The old rails can be advantageously used for the main return in many
cases. When it comes to using a, large number of heavy copper wires
overhead or underground on the one hand, and on the other hand an
equi\alent capacity of old rails laid underground, the latter is much
cheaper, and can be made entirely durable. The rails can be connected
by heavy copper plates by riveting, the number of rivets being equal in
carrying capacity to that of the rail and plate. The whole structure can
be laid in a wooden trough filled with pitch and will remain intact for an
indefinite period. A one-rail line of this kind, composed of old sixty
pound flat or center bearing rail, is as good as a copper bar one inch
square, or six No. 0000 copper wires.
I am, therefore, led to the conclusion that the best return circuit is that
which complies with the following requirements:
1. Intrinsic resistance low enough to need no help from earth.
2. Utilization, to the utm jst practical extent, of the rails as the return
conductors.
3. Rail bonds of the heaviest practicable size.
4. Rail bonds of the shortest possible length, consistent with due
allowance for expansion and vibration.
1^ Rail bonds made of a single piece of wire with integral rivets.
6. Rail bonds tightly riveted to the rails through holes freshly
reamed immediately before bonding.
7. Rail bonds so placed as to permit convenient inspection.
8. Rail bonds protected against corrosion.
9. A very liberal use of heavy cross bonds from rail to rail direct,
and, in double track, extra heavy cross bonds connecting the two inside
rails,
10. An underground main or trunk return from power house to
track, and there connected to each line of rails, and low enough in resist-
ance to carry the maximum current with but a nominal drop of poten.
tial.
Not one of these requirements is an extravagance, but, on the con-
trary, their proper application to almost any electric railway in the coun-
try would be of immediate and lasting benefit. In new constructions
they would be a positive economy in first cost. There is not one
of them which cannot be adopted in practice, and it seems obvious
that their complete embodiment in any existing road would be
immediately noticeable in the power house, and eventually in the
dividend.
(i,'^4
(^tud/lF^oilwio^j^VleW^
DISCUSSION.
Mr. Rogers, of Binghampton : Can any one present
say when copper wire should be used and when iron wire
should be used. We have used iron in some places on
our road, and found that it rusted.
Mr. Richardson, of Brooklyn : I am sorry that Mr.
McTighe is not present, as he could answer these ques-
tions. He was one of the engineers for the Atlantic
Avenue Railroad Company in the construction of its
track, electric bonding, etc. I believe he has modified
some of the ideas which he then advanced; one of which
was, to make the connection to the power house under-
ground, it would be desirable to have eight center bear-
ing sixty pound rails laid: in other words, a weight of
four hundred and eighty pounds to the yard — the weight
of iron being a necessary feature. If I understand him
rightly, he now speaks of one rail of sixty pounds, which
he thinks will be equally effective, and if so, would be a
very great saving in labor and expense.
Mr. Cole, of Elmira: I should say, as to using center
bearing rails under your track, you have got to use a
certain amount of wire to bond them, and as you get nine
or ten dollars a ton for the old rails, the question arises
how much wire can you buy by selling your old rail; also
how much loss there is going to be in the joints in your
old rails, by using bonds to connect the old rails together.
YoiT have got to bond the old rails with new wire, and
j-ou might purchase wire enough to use for a supple-
mentary wire, which will be far better than bonding old
rails. I understand that the rail is to be buried beneath
the ties, and the joints of the old rail to be bonded; but
unless you put in two or three bonds at each joint, as the
report states, the highest resistance is just equal to the
smallest potential you carry in your wire.
Mr. Fearey, of Buffalo: Mr. Green, the electrician of
the Rochester Railway Company, says that they had from
three to five old rails for the return circuit, bonding them
with both iron and copper wire, and that contraction in
the winter and trouble from frost, caused them to take up
these old rails and substitute a copper suppleinentarX
wire.
Mr. Richardson: How deep did they put those rails
in the ground?
Mr. Fearey : I could not say :
Mr. Richardson: It could not have been below the
frost line. Mr. McTigh's idea was to have them at least
three feet,
Mr. Fearey: Your experience is that the frost goes,
how deep?
Mr. Richardson: I do not know of any case in Brook-
lyn where it has exceeded three feet.
Mr. Fearey: How about Albanj'?
Mr. Richardson: I should expect you would find it
about three feet six inches.
Mr. Fearey: Yes, four feet; and that i.s a long way
to go down to find our troubles.
Mr. Rogers: I would like some one to inform me
when to use copper and when to use iron, and what kind
of soil is best adapted to each.
Mr. Cole : We have had a series of experiments with
copper and iron, and I have so far found that copper is
better to use in gravelly soil, while the iron is better in
clayey soil and quicksand. I suppose the elements con-
tained in the soil are different in different localities; but
I have tried the experiment in three different cities, and
the results are invariably the same.
Mr. McTighe, who was not present at the meeting,
and hence had no opportunity to engage in the discussion,
avails himself of our offer to do so in these columns, and
replies to three of the gentlemen as follows:
MR. m'tiGHE thus REPLIES.
To Mr. Rogers: — I think the trouble has been mostly
due to the low conductivity of the iron rather than to the
nature of the soil. The high resistance encountered in
ordinary iron rail-bonding causes the current to take
every opportunity to find an easier path back to the gen-
erator, and the flow in wet weather would be great
enough to disintegrate the iron by electrolysis. With
good copper bonds, the current has a better path back to
the rails, and hence less electrolysis takes place. It is
thus not a question of the specific metals used for bond-
ing, but rather the specific resistance, and copper happens
to be our best friend from this standpoint. I favor cop-
per bonds in all cases. To avoid damage from the soil,
asphalt the bonds.
To Mr. Cole: — Old steel rails are, under favorable cir-
cumstances, worth $12 per ton, and soft steel being about
one-sixth the conductivity of copper, six tons of rail, worth
$72, would carry current with the same efficiency as one
ton of copper, worth about $300. The six tons of 60-
pound rail would stretch 600 feet, requiring twenty joints,
and if properly joined will be just as good a circuit elec-
trically as six No. 0000 copper wires would be. The
joint should be a copper plate five inches wide, eight inches
long, curved at center for expansion, and riveted to each
rail with four 5/g-inch copper rivets, and the whole line
laid in a rough board trough filled with pitch. The cost
of the rails, plates, rivets, drilling, lumber, pitch, and
labor (except trenching) should not exceed $150 for the
600 feet. The equivalent in copper would cost not less
than $300.
To Mr. Feary: — I should think the trouble at Roches-
ter came from failure to allow for expansion, and an
insuflficient connection from rail to rail, as also from a fail-
ure to exclude the moisture and air from the joints.
My lady own was passing fare and passing fare was she,
While to the bold conductor it seemed eternity.
Her purse was in her poclcet, her pocket hard to find.
She grasped the skirt in front of her, and then she grasped behind.
'Twas then the man grew restive and said alack-a-day,*
I'll come again Fair Lady when you have found your pay.
♦This is poetic license. What he diii say doesn't look well in print.
The San Francisco Street Railway Company con-
tribute $13,500 in cash to the fund for the Midwinter
Fair. The Omnibus and the Ferries & Cliff House con-
tributed $5,000 each.
(^ti€£t9\aiUciy*il^A^^
oa5
THE ELECTRIC RAILWAY ON THE
GETTYSBURG BATTLEFIELD.
ICONOCLASTS are divided into two distinct classes.
One breaks the idols of superstition and prejudice
with a hammer and stands guard with a sword to
keep quondam worshippers from their knees. The other
class destroys superstition as effectuall)- b}- showing a
better waj'.
This latter class includes the Gettysburg Electric,
Railway, and gives
cheaper and rapid
transit over the
scene of the bloodi-
est struggle of the
fiercest war of
modern times.
When the world
first heard that an
electric railway
was to cross the
field of Gettysburg
a prolonged howl arose from half the papers in the land.
It was heralded far and wide as wanton desecration.
The promoters, however, knew better than to hesitate,
and proceeded on their way, not exactly rejoicing, but
fully determined. The secretary of war was appealed
to. but the attorney general, to whom the matter was
referred, refused to interfere, and now the poorest vet-
eran of the late war may see more of the battle field for
a small price than the hackman would allow him to see
for twenty times the amount.
The revulsion came, and is expressed best by the fol-
lowing extract from a veteran's letter to the Grand Army
Journal:
The correspondent says:
" Much ado about nothing," had many illu'itrations before the "immor.
lal William's " day, and each return ol" the vear projects some new scene.
So the electric road at Gettysburg comes in as the most recent. From
the denouncing circular issued to the vets, I had supposed that real de-
facement had transpired. So m v eyes were alert as were thousands more.
I did not ask a question or search for an argument from eilher side, but
just walked the whole length of the line to scan the critical points and
the details of the line. Defacement of the battle line.' Nowhere. Dis-
turbance of a single particular thing or monument.' Not anV. I had
heard some howls about blasting rocks in DeviTs Den. The road passes
this weird, wild place, where almost dragons fought for the mastery, and
the Unioi.isis won. The road passes along the shallow stream which
r^ns between Round Top and the Den, but on the side opposite the
Den ; and for the life of me I could not see where a single pebble of the
Den had been moved. The road is not within ten rods of the far-famed
rocks. And from my point of outlook, even the top of the 44th New
York Volunteers monument, I could catch no sight where the electric
road will deface the battle field any more than, or as much, as the aven.
ues which the cemetery commission has already laid out for the travel-.
ing public, and especially the coaches, carryalls, carriages, delivery
wagons, carts and vehicles, all of which demanded the plump price of a
dollar to tote any one around the ground for an hour or iwo, or a half-
a-day, and then cannot decently fill the demand of a great crowd.''
Of the eight and-a-half miles of road, five and-a-half
run on the public highway.
Another veteran says:
" Why. a plumber isn't a circumetance to the Gettysburg hackman,
and a bank cashier don't begin to have the opportunities to accumulate
currency that hat. the owner of a team and vehicle in Gettvshuro-. But
the\- killed the goose that laid the golden egg. The public wouldn't
stand the extortion. The hackman had to go and the trolley came in.
The cry that the railroad encroaches on monuments is all the suggestion
and inspiration of the hack drivers. It is humiliating to think that their
brazen clamor in defense of their extortion has found sympathetic ears
among any veteran organizations. Demetrius, the silversmith, set men
shouting, ' Great is Diana of the Ephesians,' to keep up his sale of sil-
ver statues of the Godesses ; but he could not make any stand against
the new faith, and Demetrius, Diana and the silver statues all had to go.
The Gettysburg hackman have levied their last forced contributions of
the Gettysburg visitors."
The Gettysburg Electric Railway, as a mechanical
effort, is not remarkable further than it is a first class,
business-like and handsome piece of electric railway
ELECTRIC RAILWAY IN THE BATTLEFIELD.
building. The company was organized by local capital-
ists in 1892, with a management composed of the follow-
ing gentlemen : E. M. Hoffer, president and superinten-
dent; George P. Hoffer, secretary and treasurer, and to
them is due the honor of providing a cheap, expeditious
and modern method of viewing the salient points of inter-
est on America's greatest battlefield, and protecting the
public against the extortion of other methods of transit.
The battle for the electric franchise was longer, if not
so bloody, as the original conflict, and the Hoffers deserve
the greatest credit for their zeal and patience in the face
of difficulties.
The track is standard gauge of 58 poimd tee. The
636
(^|yied^j\ailM^U^Vl£\V'
maximum grade is 7 per cent. There are six cars in
operation, three motor and three trailers, each 34 feet
long. Two 30-horse-povver Westinghouse motors are
under each car and Lobdell Car Company wheels are in
use. The Westinghouse generators of 150-horse-power
are two in number and the line is fed in two sections.
ennially patriotic pilgrims, extends three miles east and
west and two and-a-half miles north and south. The elec-
tric road, as may be seen from our map, traverses the most
interesting part of the field, redolent with the memories
of the three awful days of July i, 2 and 3, 1863. A
description of the battle would be necessarily incomplete,
VIKW F];i>M Till': LIM: .^Ui'WlNO BCENE of the slaughter OF THE THIRD CORPS, THROUGH SICKLEL'S BLUNDER, JLLY '2, 1863.
The power house is 80 by 180 in dimensions and
covers two 150-horse-power engines and the same boiler
power, all made by the Frick Company, of Waynesboro,
Pa. The company runs an electric light plant, of the
but every American citizen knows that here the confed"
erate General Robert E. Lee met his defeat in trying to
lead his desperate army into the north to capture Wash-
ington and to bring to the confederacy munitions of war.
\t
I
i».
PASSING THE BLOODY ANGLE. THE COPSE IMMEDIATELY IN FRONT OF CAR IS THE FAMOUS HIGH WATER MARK. — ROUND TOP IN DISTANCE,
Westinghouse persuasion, in connection with the railway
plant. The roadway is well built and the overhead work
carefully, strongly and neatly done. •
The field of Gettysburg, around which so much senti-
ment clusters, and which is the Mecca of thous'ands of per-
Here Hancock made his reputation, and Fighting Joe
Hooker's armj' of the Potomac lost the flower of its
chivalry.
Here is the Seminary Ridge, famed for theology until
'63, and taking its place as the scene of the awful strug-
(^lAcd/ll\aUwa^9^ylcW'
637
gle of the second day. There is Little Round Top, upon
whose rocky summit the unknown and unrecognizable
confederate dead were found.
Along the route of the railway, under the peaceful
sun, thousands now look upon this beautiful park, the
relic of the past viewed from the standpoint of the
present.
entranle tu national cemetery.
Our engravings, obtained through the kindness of Pho-
tographer Tipton, the famous Gettysburg artist, himself
a sturdy advocate of the electric railway, show better than
words can the points passed by the line.
Here we whirl past the Bloody Angle, where the strug-
gle was a hand-to-hand, bayonet to bayonet fight. There
in front is the High-Water mark where the invaders fell
Wheat Field where Hancock led his troops. So, all
around the circle of the road, the eye can see the ground
once drenched in blood and death, now clothed with the
brilliant hues of autumn. The place is holy ground,
sacred to the memory of the men who willing!)- shed
their blood for their country and their faith. Here and
there are fanes to their memory. There is the Excelsior
Brigade monument, raised to those who died with the
Third corps. There a shaft proclaims that the Seventh
New Jersey infantry fought and died. Now marble
marks the last stand of battery B, of the First New Jer-
sey light artillery. Here the Fifteenth New York bat-
tery has a stone raised to its heroic memory.
Now we stop at the National Cemetery, where the
thousands nam'ed and unnamed lie waiting the reveille.
Into the great school of patriotism the electric railway
has come to bless and not to curse, to lighten and not to
darken, to give to all freely the privilege of seeing the
field of Gettvsburg.
OHIO STATE TRAMWAY ASSOCIATION.
IT is altogether useless to remark that the 1S93 meet-
ing of the Ohio State Tramway Association was
an enjoyable, profitable and successful occasion.
That goes without saying.
The annual meeting was called to order by vice-presi-
dent, W. J. Kelly, of Columbus, at the Gibson House,
Cincinnati, September 27.
On counting up the members present, the following
PASSING THE LOOP AND WHEAT FIELD EN ROUTE TO DEVILS DEN.
back. Up between the trees, in the distance, is Round
Top. Here is the scene of the slaughter of the Third
corps of the Federal troops under General Sickles on
the second day of the fight at Seminary Ridge.
There is the Devil's Den, where the confederates fought
so bitterly and well. There is the Loop and there -the
were found: J. B. Hanna, Cleveland, secretary and
treasurer; Judge W. A. Lynch, of Canton, executive
committeeman; S. L. Nelson, of Springfield; Reid Car-
penter, of Mansfield; Albion G. Clark, of Dayton; F.
A. Kelly, Cplumbus; John Kilgour, Jas. A. Collins, Capt.
G. N. Stone, Nat H. Davis, Matthew Ryan and Chas.
638
(^l^c£tlf^£ulwa^U\eVmv^
Kilgour, of the Consolidated Street Railway of Cincin-
nati; H. P. Bradford, of the Mt. Auburn electric road:
Henry Martin, of the Mt. Auburn cable road; T. M.
Jenkins of the Covington electric road.
With commendable good taste the officers who so well
guided the association last year were retained for 1894.
and the association went into a discussion of safety appli-
ances and other matters of state interest. In the after-
noon the visitors were driven to the Zoo, when a light
luncheon was served, and a trip to the various power
plants completed the day. In the evening a banquet was
served for twenty at the Gibson, the Cincinnati Street
Railway Company being hosts, and President John Kil-
gour acting as toast master with his usual efficienc}- and
grace. Judge Lynch, and others, distinguished them-
selves by witty speeches.
Judge Lynch said, in part;
" Street railways are the common prey of the public,
the press and the municipality, and the only consolation
in our occupation is, that we are engaged in pushing for-
ward a great public enterprise and convenience — the
greatest advance of our age. We are at the same time,
like virtue, our own reward.
I think that a thoughtful pubHc, if it will only stop to
consider, will see that street railroads are not only useful,
desirable and indispensable, but are entitled to the good
will of the people."
The banquet board was not left until midnight, when
the association meeting, like all good things, came to an
end. The ne.xt meeting will be held at Toledo.
THE LORD BALTIMORE No. 2.
W
been
E illustrate herewith the latest type of truck
for electric cars, manufactured b}' the Balti-
more Car Wheel Company, and which has
christened "The Lord Baltimore No. 2." This
the top of them. The jaws of these yokes fit the boxes,
which are insulated on all sides by rubber, while the
brake-beams are supported by, and slide in, slots on the
inner side of the yokes, insuring always an even press-
ure between the entire face of the brake-shoes and the
tread and flange of the wheels; and giving maximum
friction when brakes are applied. All the brake-rods and
connections are above the axles, and do not have to be
disturbed to remove wheels for renewals, which can be
done by taking out a single bolt under each axle box. The
BALTIMORE NEW PIVOTAL TRUCK.
brakes are very simple and powerful, and have a con-
venient method of adjustment to compensate for wear of
wheels and brake shoes. The truck is fitted with half
elliptic springs, to which the car body is flexibly con-
nected, preventing all jars at curves and crossings, and
compensating readily for varying loads. They also gijve a
very long spring base, (8 feet more than wheel base),
entirely preventing oscillation.
The "Lord Baltimore No. 2" formed a part of this
companj-'s exhibit at the Milwaukee convention, and not
only attracted special attention, but elicited very favora-
ble comment from railway men generally.
'LORD BALTIMORE NO.
truck is the result of the long experience of the above
company in the manufacture of trucks, and they claim for
it many special points of merit. The side frames are
steel tee beams pressed to required shape by hydraulic
pressure, and 5 inches deep, by 4 inches wide on top, and
are supplemented from a point 15 inches inside of center
of axles, to the ends by cast steel yokes which fit the tees
neatly, taking a bearing both at the bottom and under
The Baltimore Car Wheel Company are also building
a pivotal truck, which has the pivotal bearings or rotating
plates, carried directly above the journal boxes of the
main or driving axle, supplemented by another bearing
resting on springs supported by a bolster or cross frame
near the center, between driving and pilot or steering
wheels. Upon these bearings the car body swivels when
curving. All the space occupied by the motor is open,
<^l^ictj\a4lw'<iyj\€yi£w^
639
and 80 per cent of the entire load is utilized on the driv-
ing wheels for traction.
These trucks are so constructed as to carry a car
mounted on two of them, no higher from the rail than a
single truck car. They are strong and simple, with all
parts of steel and easily accessible for repairs, and have
the brake mechanism also above the axles. As many of
our readers will recall, this company was the first builder
of trucks for electric cars, having furnished the first road
ever built. President Baker, who has made a lifelong
study of mechanics, devised the original truck and has kept
close watch of the needs of electric roads under all condi-
tions, special!}' in the matter of trucks. Hence there will
be little wonder that his latest productions in this line so
highly commend themselves to the user.
TUG OF WAR RAILROAD DAY.
THE result of the tug of war between the steam and
electric locomotives on railroad day at the
World's Fair, has been the cause of much sur.
prise and comment. From a common sense standpoint
there is no reason whatever for surprise, unless it be
because two locomotives of such unequal weight should
be pitted against each other in a supposedly equal con-
test. As will be seen in the abstract of a report made to
the General Electric Company, by C. E. Collins and A.
Peterson, who had charge of the electric locomotive, the
steam locomotive pulled the electric by virtue of its
greater weight. This is conclusively proven by the fact
that the wheels of the electric were continually slipping
on the rails during the trial. This completely knocks the
props out from under the idea that electric locomotives
have not the horizontal effort which they should have in
proportion to their weight, or in other words that they are
too heavy for the loads they can pull. The fact is the elec-
tric locomotive is not materially different from the steam
as regards pulling capacity. Either can be designed with
enough weight so that they will never slip their drivers,
and, on the other hand, as is usually the case, both can be
designed so that their horizontal effort is greater than
their tractive grip on the rails. In this latter case it is
simply a question of weight as to which can pull the most,
and this is the way it was at the tug of war. Had the
electric locomotive been designed with motors enough
heavier to make up the difference in weight between it
and its competitor, there is no reason for thinking that the
contest would not have been exactly even, their grip on
the rails being the same. The following are the salient
points in the report.
The measurements of the electric locomotive are as
follows: Wheel base 5^ feet; height of draw bar
from top of rail, 30 J^ inches; distance from motor cross
suspension bar to top of truck frame. I2J^ inches; diame-
ter of electric locomotive wheels, 44 inches; width of tire,
4 inches. When sent to the Exposition the electric was
all arranged for the struggle except as to the starting
resistance, which was subsequently fixed to pass 984
amperes when cold, before the motors were brought into
series. The power was delivered from the Intramural
circuit, through one No. 0000 and one No. 000 cable,
with a No. 0000 return cable direct from the motor
frame, besides having the usual track return.
The steam engine was a Baltimore & Ohio switch
engine that had been in use some time. The builders"
memoranda show her to have 16 by 24 inch cylinders,
with 65,800 pounds weight on drivers. The draw bar
pull was rated as double that of the electric.
On account of previous use the drivers of the steam
engine were old and much worn, so that they had practi-
cally an arc of contact, while the electric's wheels were
nearly new and had but a ^ inch bearing on the rail.
The steamer besides used plenty of sand. The power
was provided by carrying extra steam, in fact instead of
carrying 125 pounds, they screwed down the pop valve
so that it opened at 140 pounds. Then, too, the cylin-
ders had been so often re-bored as to gain perhaps half
an inch over reported diameter.
STEAM VS. ELECTKICITV.
The two locomotives were coupled by means of a one-
inch wire rope, 30 feet long, with a i '4 inch iron hook
in the link of the electric. This link was fractured on
the first pull. On all except the first pull the start was
equal, but in every case the steam engine was victor,
although the wheels of the plucky electric kept moving
in the right direction, and were not reversed. On a trial
push the results were exactly the same as the pulls,
e.xcept when puUing the wheel of the electric farthest
from the steam engine would always slip, and when push-
ing the one nearest the engine slipped.
Pulls one and two were made with the electric's
motors in series. On pull three an attempt was made to
reach the multiple point, but the distance was covered too
quickly. On the push the motors were brought into
multiple. Throughout the contest the controller was
handled b}^ hand and did its work perfectly. Although
it is difficult to obtain very accurate data as to amperage,
it is calculated that 1,000 amperes were taken on all pulls
before the wheels slipped, but of course in the slipping
the amperage fell back. The voltage varied from 400
to 510, with a probable average of 450 \olts.
— -t^t^^^
AS SEEN FROM THE DARK SIDE.
Trollej an' de bullgine g'wine fur to fight;
Trolley gibs the bullgine turrible fright.
Bullgine gets mad, gibs a mighty tug
An' walks den off wiv de lightnin' bug.
640
^liect J\aiWav j\cyleW
INCREASING REVENUE AT AURORA, ILL.
How an Average Sized Plant Makes the Most of Its Advantages.
WHILE it is true that in small cities the street
railways are operating at a disadvantage as
regards traffic, there are other ways in
which they have opportunities for increasing income that
are not offered to larger roads. These advantages con-
sist in a practical monopoly of the business of heating and
furnishing stationary power. These are monopolies
gained, not by any franchise, but by the fact that a large
power plant is in e.xistence, which can furnish heat and
power at reasonable rates, whereas a plant built expressly
for either purpose could not.
The well managed company at Aurora, 111., has a neat
revenue from the two sources named above. The heat-
ing system in use at that place deserves some attention,
because of the fact that it furnishes an example of a plant
suitable for exhaust steam heating over short distances
without the use of expensive patented apparatus, and, in
fact, nothing more than can be found in an ordinary steam
plant. It was at first intended to put in the American
District system, and heat the entire business part of the
town, but as money for the project was not immediately
forthcoming, the company began in a small way to heat
neighboring buildings, the plan of piping being devised
by A. L. Hadin, the chief engineer and master mechanic
of the company. The system has proved very satisfac-
tor)', and is undoubtedly the best for use under the cir-
cumstances.
The power station is located on an alley, the dis-
trict to which heat is supplied is the half block adjoining
on the other side of the alley. The greatest distance to
which steam is carried is about 200 feet from the power
house. The exhaust from three 125-horse-power high
speed simple engines is led into a main exhaust pipe.
This pipe has two possible outlets. One directlj' into the
heating mains, and the other through an automatic safety
valve to the exhaust steam feed water heater, and thence
to the atmosphere. The automatic valve in the main
exhaust pipe is set at whatever pressure is desired on the
heating mains. When the pressure in the mains rises to
the amount for which the valve is set. the surplus is dis-
charged through the heater into the air. As a matter of
fact, with the 15,000 square feet of radiating surface
attached at present, the greater portion of the exhaust
from the three 125-horse-power engines is discharged
into the air. The above radiating surface also includes
the car barns and offices. The system of distribution in
the buildings is what is commonlj^ known as the one-pipe
system. The principle on which the piping is done is
illustrated b}- Fig. i. The supply pipe rises continually
from the power house to a point in the basement of the
building to be heated. From that point the slope is
down. The pipe is led around the basement, and at
various points pipes are led off to the one-pipe radiators.
Of course, whatever water condenses in the radiator
or coils, immediately runs down the return. This return,
instead of being led to a trap and the water emptied into
a sewer as is common with long distance heating, is
brought back to a hot well in the power house and the
water used again, thus giving the advantage of hot, pure
water, and in a measure getting ahead of the boiler com-
pound men. The great secret of the success of this
piping and the freedom from trouble from condensed
water, lies in the fact of good drainage for both supply
and return. Each is given a definite slope, so that there
are no traps or places for water to collect where steam
will have difficulty in passing. If this were remembered,
many heating plants would have been piped differently.
A 6-inch pipe leaves the power house for the supply,
and a 2-inch is laid beside it for a return. They are laid
in a plank trough, as shown in Fig-
ure 2, about three feet below the
surface. To allow free movement
for contraction and expansion these
pipes are laid on rollers, the rollers
consisting simply of short lengths of
iron pipe. Instead of expensive ex-
pansion joints the movement of a ''"'■ "'
system of elbow joints is taken advantage of to furnish
the desired freedom. As it was necessary to make a
right angle turn in order to get out of the power house
this method had no disadvantages, and it will be found
available in a great many similar cases. The expansion
of over 200 feet is taken care of at one point, the maxi-
mum increase in length being about 3 inches. Figure 3
shows the system of elbow joints used for expansion.
The nine foot section is allowed to have some motion at
its ends. As the pipe leading out to the buildings expands,
the threads at the ends of the 16 -inch sections give
a swivel motion, and as the 9-foot section is allowed to
swing around, the expansion is perfectly taken up. The
turning of the pipe in the threads of the 16-inch sections
has not, in practice, proved detrimental. At the point
" D," a half-inch, by-pass or drain pipe, is run from the
supplj' pipe to the return, to drain the moisture from this,
the lowest point.
The rate paid for steam heat is twenty-five cents a
year per square foot of "radiating surface of all uncovered
pipe'" inside the consumer's premises. The usual plumb-
er's estimate is one square foot of radiating surface to 75
cubic feet of space. The buildings are piped by the con-
sumers under the direction of Mr. Hadin. The contracts
provide for a pressure of five pounds at the point of
entrance of the supply pipe, and this is the pressure
usually kept. Sometimes it is increased a pound or two,
but only in the coldest weather. Although arrangement
(^iA^J\aUwa^lf\cytcv/
(HI
is made to supply live steam during the shut down hours
in the early morning, it is hardly ever found necessary
except in the coldest weather.
The company are not liable for damages for shutting
off of steam on account of accident, nor are they required
by the contract to furnish steam, except on daj's when
necessarj', between the first of May and the first of
October.
Contrary to the general rule, the Aurora Street Rail-
way Company is in exceedingly friendly relations both
with public and press; this friendliness, however, being
nothing more than a just acknowledgment of the pro-
gressive policy of its manager, D. A. Belden.
PR0»«< EXHAUST
Mr. Belden has not only an uncommon amount of
technical knowledge pertaining to the business, but an
appreciative sense of the public needs and desires, quali-
ties which are invaluable to street railway management
in small cities. One of the first things to be taken up by
him was the supplying of stationary power, and it is safe
to say that there are few cities where so large a propor-
tion of the power used is derived from the street railway
circuit, or where the service is so eminently satisfactory
to all concerned. About 150 rated horse-power of sta-
tionary motors are connected at present, not including
numerous fan motors in use during the summer. The
consumers are loud in their praises of electric power.
Twenty-four concerns are supplied the year round. The
rates per moi.th are approximately as follows: —
,'n horse power.. )jl2 oo
•A " " 3 <-o
% " " --- 4 00
'A •■ ■• --- 5 00
5^ " " 6 00
I " " 7 00
2 horsepower $14 00
.l " " 20 00
5 *' " 30 00
10 '* " ... 50 00
15 " " 60 00
These are based on the rated horse power of the
motor installed. The rates are varied either way from
those above, according to the number of hours the motor
is likely to be running. In case a man wishes to put in
a larger motor than the work at. present calls for, an
ammeter is put on and his maximum load noted, the con-
tract being ba.sed on these figures. Consumers furnish
their own motors, but they are inspected by the com-
pany's men once a month. In order to help those who
may contemplate taking up this class of busines.', we
publish in full the foim of contract used. It contains
some excellent provisions, that would probably not be
thought of at first by one sitting down to draw up a form
of contract off hand.
Agreement, made this day of 1S9 between the Aurora
Street Railway Company, first party, and of Aurora, Illinois,
second party
Witnesseth, That in consideration of dollars, payable as fol-
lows, to wit, .said first party hereby gives to said second party,
on tile terms herein set forth, the ri^ht to use the electric current, to be
taken from the wires of said first party during such times of the day and
night as its said wires may be charged therewith, in the usual operation
of its electric railway ; such electric current to be used for the purpose of
propelling the horse power electric motor of said second party, while
the same is located at in the city of Aurora, Kane County, Illi-
nois, from the ..day of A. D , iS9._to and until the
dav of A. D., 189.,., said first party agreeing to furnish the wire
and conduct the current of electricity to the edge of the street upon
which the said premises are situate, and said second party to furnish the
wire and pay all other expenses of conducting said electric current from
said point into the premises and to the motor above mentioned.
It is further agreed between said parties, that nothing herein contained
shall be construed as binding said first party to furnish a current of elec-
tricity to said second party at any other times than when said first party
shall have its lines charged therewith, in the usual operating of Its cars;
and if, in case of accident at the power house, or elsewhere along the
electric system of said first party, or in case of repair, or for any other
cause whatsoever, said second party shall not be supplied with said elec-
tric current during the regular running time of the cars of said first
party, it is expressly agreed that no liability for damages of any kind
shall accrue to said second party because thereof, but said second party,
for such time as it may be deprived of the use of said electric current,
shall be entitled to a pro rata rebate for the current so lost, as the time
lost is to the regular running time of the cars of said first party, which
reserves the right to regulate or change such running time. Said second
party agrees to take said electric current, and to pay for the use thereof,
on the terms herein set forth, and further agrees that the power furnished
hereunder shall not be used for lighting purposes. .
It is further agreed between said parlies, that the motor of said second
part\', and all wires and electric and other apparatus pertaining thereto,
togetlier with the said premises upon which the same are situate, shall at
all reasonable hours, during the existence of this contract, be open to the
free access and inspection of said first party, its agents or representatives.
It is further agreed between said partie-, that in case of the non-pay-
ment of any of the sums aforesaid, when payable, said first partv, at its
option, may cut off the supply of electricity and power, upon giving
said second party three d.iys notice of its intention to do so.
This contract is a personal contract with said second party, and not
subject to assignment, and is for the benefit of the second party only, at
the place aforesaid.
Dated at Aurora, Illinois, this day of 189
The reason for the clause in regard to lighting is that
the Street Railwa}- Coinpany furnishes power to run the
lighting company's dynamos, and under the terms of
their contract the street railway agrees to sell no current
for lighting purposes and the lighting company no cur-
rent for power.
The prices are satisfactory to both company and con-
sumer, and it is safe to say that very few would go back
to steam or water power. One patron declares that it
gives him more pleasure to pay his electric power bill
than any other, the motor is such a convenience. This
is the state of affairs in every city. Once a few motors
are installed, it is only a question of time until nearly all
power users will come to electricity.
For this year, ending June 30, the Rochester Railway
Coinpany gross earnings of $798,7 ji. 74, with operat-
ing expenses at $430,082.61, leaving $368,678.83 to
the net, from operation. The net profit from all sources
was $150,000.
(14-2
(p{n^J\aJ{U^U\^w^
NEW METHOD OF MOTOR SUSPENSION.
THE General Electric Company exhibited at the con-
vention its new method of motor suspension,
brought out for use with its new G. E. 800 motor.
It is called the cradle sj'stem of suspension, the weight
being supported at a point immediately below the center
of gravity of the motor. By this means the greater part
of the dead weight is taken off the axle. Trunions on
each side of the motor, just below the armature bearings.
THE LUDLOW COMBINED CAR STEP AND
GATE.
THERE is a constantly increasing tendency on the
part of managers to restrict entrance to and exit
from cars running on douhle track, to one side
only. It is seldom practical to build cars with steps on
one side only, and the shifting every trip of movable
gates from one side to the other involves time and a dan-
ger from careless fastening. Our illustration shows a
LUIJLOW car bTEP AND GATE.
are set in side bars, pivoted at the front to a special cast-
ing. This improvement is not at present part of the
regular outfit sent with an equipment, but it is expected
that the truck makers will take the matter up, so that the
cradle frame can be fitted specially to each make of truck
w hen desired by purchasers
NEW METHOD OF MOTOR SUSPENSION
This is certainly a step in the right direction. The
hanging of a great part of the uncushioned weight of
electric motors on the axles, has given rise to very manj'
of the troubles which beset the modern electric railway
superintendent. The efficiency of the above device not
being generally known as yet, the company thought
better to give their customers the choice between it and
the old style of suspension.
solution of the problem, in the combined step and gate,
which was patented November 10, 1S91, by W. E. Lud-
low, of Cleveland, O., and which is now being manufac-
tured by the Fulton Foundry Companjf, of that city.
The step can be instantly changed to a gate, and vice
versa, and each step- gate can be worked independent of
its opposite mate on the same platform, or can
be coupled so that the motorman or conductor,
by pressing his foot on the gate, forces it down
to a step, while the opposite step is simultane-
ously and automatically changed to a gate.
This is a specially desirable feature of the
device, as it absolutely insures steps on one
side only and gates on the other, while the step
is guaranteed to be as rigid as any other step,
and the gate as firm and strong as the dash.
When the gate is up there is no step on that
side for persons to attempt to use. The height
from ground to top of gate is 56 inches. The
single gate is operated by a short lever, as
shown in the illustration, and both single and
double gates catch automatically when raised.
This device formed an interesting feature of
ihe Fulton Foundry exhibit at the Milwaukee conven-
tion.
The directors of the Hallesche Strassenbahn Actien-
gesellschaft, of Halle, German}', have recommended the
adoption of electricity on their lines, and if the stockhold-
ers decide favorably the Allgemeine Company will prob-
ably receive the contract.
(^tud/lF^oiWoy-lJ^ylcW*
(543
CAUGHT ON THE RUSH TRIP.
Massachusetts Street Railway Association.
President, Chablks B. Pbatt, Salem; Vice-presidents, H. M. WaiTNEY, Boston,
Amo3 F. Breed, Lynn, Feank S. Stetens; Secretary and Treasurer, J H. Eaton,
Lawrence.
Meets first Wednesday of each month.
Maine Street Railway Association.
President, William R. Wood, Portland.
Secretary and treasurer, E. A. Newman, Portland.
Nsxt meeting will be held the first Wednesday in Februarj-, 1894.
Ohio State Tramway Association.
President A. E. Lano, Toledo; Vice-president, W. J. Kelly, Columbus; Secretary
and Treasurer, J. B. Hanna, Cleveland; Chairman Executive Committee, W. A.
Lynch, Canton, O.
Meets at Toledo on the fourth Wednesday in September, 1691.
The Street Railway Association of the State of
New Jersey.
President, John H. Bonn, Hoboken; Vice-president, Thos. C. Bahr, Newark,
Secretary and Treasurer, Chables Y. Bamford, Trenton; Executive Committee,
Officers and C. B. Thlhston, Jersey City; H. Romaink, Paterson; Lewis Pee-
EINE, Jb., Trenton.
The Street Railway Association of the State of
New York.
D. B. HASBROUCK, President, New York City.
Q. TRACY ROGERS, FiBST ViOE-PEESlDENT, Binghampton.
JAS. H. MOFF.VTT, Second Vice-president, Syracuse.
WILLIAM J. RICHARDSON, Secretary and Treasijeee, Brooklyn.
The next meeting will be held at Syracuse on the third Tuesday in September,
1894.
Pennsylvania Street Railway Association.
H. R. RHOADS, President, Williamsport.
R. L. JONES, FiBhT Vice-president, Reading.
S. P. LIGHT, Secretary, Lebanon.
WM. H. LANI0U8, Teeabdreb, York.
Next meeting at Reading first Wednesday in September, 1894.
Alabama.
Mobile, Ala. — Ordinance has been drafted for the Spring Hill Elec-
tric Railway.
Arizona.
Phce.vix, Ariz. — Phoenix electric railway soon to be completed. B.
N. Pratt is made general manager.
British Columbia.
Vancouver, B. C — The Vancouver & Westminster Electric Tram-
ways & Light Company is organized at $2,500,000 to take up the busi-
ness of the Vancouver Electric Railway & Light Company and of the
V^ancouver & Westminster Traction Company. The incorporators are:
David Oppenheimer, Benjamin Douglass and Percy N. Smith.
California.
Los Angelbs, Cal. — It is altogether probable that the Consolidated
Company, of Los Angeles, will resume active control of several Pasa-
dena street railway lines. Franchises are proposed for new lines which
will be granted. A. J. Painter is chief owner of the North Pasadena
lines in question.
Los Angeles, Cal. — Work on the new electric railway bridge is now
finished.
Oakland, Cal. — Directors file certificate of bonded indebtedness of
the Oakland & Piedmont Railway Company; amount, $350,000.
Directors, W. M. Rank, W. H. Bailey, et al.
Oakland, Cal. — W. E. Meek, et al., apply for franchise and same
will be advertised according to law. Bids must be in at 2 p. m., October
30- iSgs-
San Liego, Cal. — San Diego electric railway's yearly report shows
good business and eight cars in operation. Extension resolved on for
next year. A B. Spreckels, president; E. S. Babcock, vice; Jos. A.
Flint, general manager and superintendent.
San Francisco, Cal. — The new cable consolidaticn says that all
future extensions will be electric. New lines will be built next season.
The present cable plants will all be continued in operation.
San Francisco, Cal. — Sheriff has levied on the engine of the Oak-
land Consolidated on an execution for $7,500 damages. The loss is
borne by the American Accident & Casuality Company.
San Francisco, Cal. — The first of the fourteen wire cablet for the
St. Louis Cable Railway has been shipped from the California Wire
Works shops.
Canada
Ottawa, Can. — Ottawa Car Company has been organized.
Ottawa, Ont. — Ottawa City Passenger Railway will apply for rati-
fication of amalgamation with the Ottawa Electric Street Railway Com-
pany, Limited, and change name to Ottawa Electric Railway Company.
Chicago.
Chicago. — Organized: Bipower Car Motor Company, of Chicago;
capital stock, $1,000,000, to build street car motors. Incorporators,
Harvey S. Parks, Oscar W. Bond, 225 Dearborn street, and Samuel E.
Hibben, 225 Dearborn street.
Chicago. — Organized: The C. C. Warren Electric Company, at
$200,000, by Halbert Warren, (not in directory), W. W. Wheelock, 1341
Unity building, and Geo. B. Shattuck, the same address.
Chicago, III. — By special order of the court the Ansonia Electric
Company is permitted to resume business in care of J. B. Waller,
assignee.
Chicago. — The Metropolitan L has bought land near Harrison and
Forty-eighth street for repair shops.
Connecticut.
Bristol, Conn. — The Bristol & Plainville Tramway Company
organizes by electing Noble E. Pierce, president; C. N. Treadway, secre-
tary and treasurer; both are of Bristol. C. H. Calor, of Plainville, and
E. N Pierce, of the same place, are directors.
Hartford, Conn. — The Hartford & Wethersfield Horse Railway is
offered some flattering terms by the New York Storage Battery people.
President Goodrich says that the Garden Street Line will probably not
be built this season.
New Haven, Conn — The State Street, the Whitney Avenue and
the Morris Cove Street Railway lines are merged into the New Haven
Street Railway Company. By December 16, 40 miles of track will be
reconstructed, electrically equipped and in running order.
New Haven, Conn. — The officers of the combined railway are:
President, David Corey, of New Haven; vice-president, Chas. A. War-
ren, of New Haven ; secretary, treasurer and general manager, G. A. W.
Dodge, of New Haven.
South Norwalk, Conn. — The late J. W. Hyatt's 1,040 shares in the
Norwalk Horse Railway, sold at auction to E. J. Hill. When the new
men take control, improvements and changes of motive power will be
made.
Colorado.
Pueblo, Col. — The General Electric Company offered for sale
October 13, $450,000 in first mortgage bonds of the Pueblo City Rail-
way.
(U4
(^lxed.j\ailM^
District of Columbia.
Washington, D. C. — Senator CuIIoin introduces bill for a new street
railway in tlie District, to be called tbe Wasbington Central. The incor-
porators are: M. I. Weiler, Theodore H. N. McPherson, S. S. Yoder,
Nathanial McKav, John H. Knight, H. H. Rand, T. M. Ferrell, and Geo.
W. Bovd. The line contemplated is a long one. Line allowed to use
any motive power but steam.
Washington, D. C. — Bill introduced to incorporate the Washington
& Benning Street Railway Company; electric. The incorporators
named in tlie bill are: Wm. B. Tliompson, Horace J. Gray, Wm. E.
Clark, Levi Woodbury, Caleb C. Williard, Andrew J. Curtis, J. Walter
Hodges, Geo. R. Sheriff, and Robert Downing.
Washington, D. C— R. M. Batchelder, E. W. Rollins. E. O.
McNeir, S. W. Curriden, J. R. Baldwin, et al., ask for incorporation of
a new road, to be known as the Washington Traction Company. It
will be a conduit system.
Washington, D. C. — Liens filed upon the central power house of
the Washington & Georgetown Railroad Company do not seem to dis-
turb that corporation.
Egypt.
Cairo, Egypt. — Offers will be received up to February i, 1S94, by
the Minister of Public Works, Cairo, Egypt, for the construction, work-
ing and maintenance of a system of tramways in the city of Cairo, and
its environs, according to Article i, in the Act of Concession. All par-
ticulars of equipment and fare rate (maximum) must be stated in the
offer. Full particulars may be liad from the Minister of Public Works.
Georgia.
Atlanta, Ga. — The new Atlanta City Street Railway Company
has been bought out by the Traction Company and the Chattahoochee
River Electric will follow. Several connecting lines will be built; wait-
ing rooms built. New cars will be bought for the spring traffic. The
board of directors now consist of T. B. Felder, president; E. T. Shubrick,
vice-president; Judge J. K. Hines, E. B. Rossei", W. H. Rosser, G. V.
Gress, W. M. Scott and two others to be added.
Idaho.
Boise City, Idaho. — Boise City Railway is becoming a paying con-
cern. New directors are elected as follows: John Lemp, D. Arnold,
Geo. Ainslie, George D. Ellis, Wm. Jauman, G. W. Russell, Mrs. M.
E. McCarty, Peter Sonna, and Judson Spofford.
Illinois.
Alton, III. — The Alton Electric Railway Company will soon offer
$100,000 of its bonds in this place. It is claimed all will be taken.
Alton, III. — The Alton Electric Railway Company files mortgage
to the St. Louis Trust Company fur $250,000.
Aurora, III.— The Aurora Street Railway wishes to exchange its
present vestibuled car bodies for lighter equipment. Correspondence
invited from car manufacturers and other roads.
Belleville, III. — General Electric Company accepts ordinances
granted for construction of a street railway here.
Canton, III.— Canton Street Railway incroporated and books opened.
C. H. Martin is elected president, and J. M. Snyder secretary and super-
intendent. Will build in six months.
RocKFORD, III. — Tl^e West End Street Railway Company has begun
dispensing with conductors to lower expenses.
Rock Island, III. — The following changes have been recorded : The
Union Street Railway Company, at Chicago, selling stock and franchise
to the Davenport & Rock Island Railroad Company, and dissolution and
surrender of cliarter.
Moline & Rock Island Horse Railroad Company, at Chicago, selling
stock and franchise to Davenport &, Rock Island Railroad Company,
surrender charter and dissolution of corporation.
Indiana.
EvANSViLLE, Ind. — The street railway strike is settled,
conceded, but the company is in the lead.
Both sides
Goshen, Ind. — The Indiana Light & Power Company goes into
receivers hands. Said to be in bad shape financially. The company is
building the Goshen-Elkhart Electric Road.
Hammond, Ind. — Hammond, Whiting & East Chicago tied up by
men stopping work on account of no salaries. No money in the
treasury.
Indianapolis, Ind. — H. B. Niles, of the General Electric Company,
Lynn, Mass., succeeds W. S. Jewell as electrician of the Citizens' line.
Mr. Jewell resigns on account of ill health.
Indianapolis, Ind. — Tom Lewis is made roadmaster of the Citizens
Street Railway Company, Vice Michael Burns resigned.
Indianapolis, Ind. — Symptoms are that the Citizens Street Railway
vill build in Houghtonville and Mt. Jackson.
LoGANSPORT, Ind. — S. Spencer, of New York City, president of the
Logansport Electric Railway, says that the new loop of the Logansport
Electric Railway to the west side will not be built. Citizens now wish
to annul the franchise of the company.
Iowa.
Burlington, Ia. — George O. Ray and W. E. Blake, trustees, ask for
an exclusive franchise on best routes to West Burlington for twenty
years* time. No motive power designated, but Patton motors sug-
gested,
Dubuque, Ia. — Light & Traction Company offers J. A. Rhomberg
stock in a consolidation for his interests in the Dubuque Street Railway.
Offer refused.
Fort Madison, Ia. — The Democrat advocates an electric railway
from Fort Madison to Nauvoo, and says a five-cent fare will pay hand-
somely.
Sioux City, Iowa. — Assignee Hubbard, of the D. T. Hedges estate,
has secured an order by which John Pierce becomes owner of all stock
and bonds of the Sioux City Cable Railway Company. Mr, Pierce will
now put in electric equipment, and is in the market for all supplies.
Kansas.
Atchison, Kan. — The Great Western Manufacturing Company has
contract to build and equip the railway and light plants for $225,000.
Ten miles of railway is to be ready in six months.
Atchison, Kan. — Atchison Electric Light & Power Company,
organized at Chicago by Edward T. Norton, of New York, at $500,000.
Immediate preparations to change to electricity.
Junction City, Kan. — Incorporated: Electric railway to run from
Junction City to Ft. Riley, the capital stock being $100,000. The direc-
tors are ex-Senator John K. Wright and A. L. Barnes, of Junction City;
J. S. Gibson, E. S. McAnany, and D. H. Erwin, of Kansas City, Kan.
Tlie same parties filed another charter for the Junction City Electric
Light, Power & Milling Company.
Leavenworth, Kan — Newman Erb, of New York has been
appointed receiver for the Leavenworth Street Railway Companies on
demand of the trustees.
Kentucky..
Frankfort, Kv. — Road changing to electricity. Will have five and
one-third miles when done. Will carry freight.
Harrodsburg, Ky. — A line of electrics from Harrodsburg to Mit-
chellsburg, 15 miles, will pay. Population of district, 15,000. Write to
the editor of the Harrodsburg Democrat.
Louisiana.
New Orleans, La. — The New Orleans City & Lake Company
gives notice that on October 30 a meeting will be held to ratify or reject
the contract with the New Orleans Traction Company, Ltd., and to
increase the capital stock to $2,000,000.
(^ licet j\aiWd^j^ytcv/
(-.45
New Orleans, La. — Henrv Bier files petition of intervention on
behalf the syndicate purchasers of the New Orleans City & Lake Rail-
way franchises, affirming that the purchase price of $700,000 is full and
just value.
Maryland.
Baltimore, Md. — Henry Brauns, architect, is making plan for a new
car house for the Baltimore Traction Company. The City Passenger
Railway has declared a quarterly dividend of $1 per share, equal to 4 per
cent for three months.
Baltimore, Md — Baltimore Traction, it is said, will build an elec-
tric railway from Pimlico to Lake Roland. A park will be instituted to
draw trafRc.
Frederick, Md. — Two electric railway schemes have been incorpo-
rated. One is the Catoctin Valley Passenger Railway & Power Com-
pany, organized by G. W.Jacobs, Jr., of Philadelphia, president; D. V.
Harp, Myersville, vice-president; C. F. Flook, Myersville, treasurer;
and G. W. Watchel, New York, general manager. The other is the
South Mountain Electric Light & Power Company, which will build
from Boonsboro to Keedysville. This company has elected Geo. W.
Jacobs, Jr., of Philadelphia, president; Chas. J. Young, of Boonsboro,
vice president and general manager; Geo. A. Davis, secretary; Clar-
ence E. Shafter, treasurer. These, with T. E. Brown, E. J. Smith
and E. L. Miller, constitute the board of directors. The contracts for
the construction of the roads have been awarded to the Hughs & Rigby
Engine Company, of Baltimore.
Sparrow Point, Md — Incorporated: The Canton, Sparrow Point &
North Point Electric Railway at 1500,000. Principal offices with the
Maryland Steel Company at Sparrow Point. Incorporators: F. W.
Wood, president of the Maryland Steel Company of Sparrow Point;
Joseph B Foard, T. Wallis Blakistone, Walter B. Brooks, Jr., Major
Luther S. Bent, president of the Pennsylvania Steel Company. Line
will be twelve miles long.
Massachusetts.
Boston, Mass. — The Rockland Sc Abingdon Electric Railway Com-
pany has decided to double its capital to $120,000 and to extend to
South Weymouth. There are many applications for the new stock.
Boston, Mass. — Col. A. A. Pope laughs at the idea that he will suc-
ceed President Whitney as head of the West End system.
FiTCHBURG, Mass. — President Willis and C. F. Baker, of the Fitch-
burg Street Railway Company, are now treating with the Clinton select-
men about extension of the Clinton line.
Haverhill, Mass. — All the electric railway systems of New Eng-
land will be united into one system. Senator Shaw is authority for the
Btatement. Heavy opposition is being made by the steam roads.
Haverhill, Mass. — Things are tending toward a consolidation 01
local street railways, and the Haverhill, Merrimac & Amesbury is asked
to build an extension.
Leominster, Mass. — Marcus Coolidge, 01 Ashburnham, examines
the Leominster Electric Light & Power Company plant preliminary
to opening a street railway line between Gardner and South Gardner.
Michigan,
Adrian, Mich. — Samuel D. Nesmith, promoter of the proposed elec-
tric line to Ypsilanti, says that his company of Philadelphia capitalists
has bought the Adrian Street Railway and will take immediate posses-
sion, and also control the Ypsi & Ann Arbor line, and will build new
lines connecting Tecumseh, Clinton, Macon, [Saline, and the towns
named. Sixty miles of new track will be laid.
Detroit, Mich. — The Electric Railway Company, which wishes to
put in a line between Detroit and Toledo, choose as directors: J. H.
Ainswortli, J. Ellery Eaton, J. A. Dawson, L. K. Park, Toledo; J. H.
Seitz, Detroit; H.J. Warner and H. H.Johnson, New York. Ofticers
are J. H. Ainsworth, president; H.J. Warner, secretary; H. H. Johnson,
general manager.
Owosso, Mich. — Owosso & Corunna Electric Railway has been put
into the hands of Richard Watters as receiver. Mr. Watters has been
guperintcn^enl since the road has been in operation.
Saginaw, Mich. — Saginaw Union Street Railway, by L. T. Durand,
attorney, and W. J. Hart, general manager, has acquired a thirty-year
franchise under fair conditions.
Sault Ste Marie, Mich. — Soo Street Railway Company damaged
by lightning. Power plant burned and dynamos totally destroyed.
Traverse City, Mich. — The Boardman river is to be dammed to
furnish power for a street railway, light and power plant. The gentle-
men interested in this venture are: L. K. Gibbs, of Mayfield; Jas.
Hodges, of Fife Lake; J. L. Gibbs, Frank Freidrlch, Wm. Bauld and C.
L. Hall, of Traverse City. Soon to incorporate.
Minnesota.
Stillwater, Minn. — Court holds that the receiver must
employes salaries of the Stillwater road.
pay
Missouri.
Aurora, Mo. — Organized: The Aurora Electric Light & Power
Company, of Aurora; capital, |20,ooo. Incorporators: E. L. Foster,
M. T. Davis, W. T. Branham and J.J. Rehm..
Carthage, Mo. — The Carthage Street Railway franchise passed
some time ago, it is claimed that it is not lived up to by the company.
The road was continued in operation and now is temporarily enjoined.
Unless overruled the streets will return to their natural condition.
Clayton, Mo. — The St. Louis & Kirkwood Electric Railway means
business, and is making surveys for the line. St. Louis men head the
project. The tbllowing are officers: Dr. John Pitman, president ; Geo.
L. Edwards, vice president; Geo. W. Taussig, secretary and treasurer;
Jeremiah Fruin and J. D. Houseman, directors.
Kansas City, Mo. — Negotiations are on foot to effect the consolida.
tion of the Grand Avenue Street Railway Company and the Metropoli-
tan Company, to operate them as one system. This will give the con-
solidation thirty miles of track. The Grand Avenue is capitalized at
$1,200,000, and the Metropolitan at $2,800,000.
Kansas City, Mo. — Robt. Gillam, who has recently taken charge of
the Northeast Electric Railway, representing the bond-holders, will
make extensive repairs. F. J. Phillips will continue as temporary super-
intendent. Street will be paved.
Kansas City, Mo. — The Jarvis-Conklin syndicate, trustee, files suit
asking for a receiver for the Northeast Electric Street Railway, and
demanding foreclosure of $260,000 mortgage. Robert Gillam is
appointed.
Kansas City, Mo. — The Metropolitan Street Railway Company has
adopted the Grinnell automatic dry pipe fire extinguisher for its barns
and shops. The cost will be ^25,000.
St. Louis, Mo. — The Midland Street Railway Company, George
Kinsland president and purchasing agent, says his road is to be extended
from its present terminus to Creu Cctur Lake, a distance of eleven
miles. Work to begin as soon as money is easier.
St. Louis, Mo. — The St. Louis Car Company has submitted plans
and specifications for an ambulance car, as noted in the August Review.
Length of car, 36 feet.
St. Louis, Mo. — ^J. D. Houseman, Jr., the promoter of the new
Kirkwood & Des Peres line, is said to be liberally backed by St. Louis
capital.
Montana.
Helena, Mont. — The Rapid Transit Street Railway iiave reorganized.
It was owned by the Northwestern Guaranty & Loan Company, of
Minneapolis, and is now in the hands of the Minneapolis Trust Com-
pany, receivers of the former. W. H. Clarke was president but retires
in favor of Richard Lockey,
Nebraska.
Beatrice, Neb. — Paul Horbach, of Omaha, is appointed receiver for
the Rapid Transit Company. He will improve the line.
646
(^lAed.l)\aiUi^
New Jersey.
Jersey City, N. J. — Consolidated Traction Company has applied to
the Union county free holders for permission to extend trolley from
Newark to Elizabeth.
Plainfield, N. J. — William Spencer, of Washington Valley, is
obtaining signatures for petition to extend the Plainfield line of electric
to Washingtonville.
Woodbury, N.J. — The council grants a franchise for the Camden
electric. It is so hard in its conditions that it will probably not be
accepted.
New York.
Brooklyn, N. Y. — Organized and incorporated: The Brooklyn
Mapleton, Van Pelt Manor & Bath Beach Railway Company to con-
struct a street railroad in Brooklyn, from Thirty-ninth street and Second
avenue to Nineteenth street and the water's edge of Gravesend Bay in
New Utrecht. Capital $100,000. Directors: William P. Rae, William
Selleck, Daniel Kelly, Edward L. Harriott, Joseph P. Puels and Andrew
W. Baird, of Brooklyn ; James W. Murphy, of New York City ; Michael
McCormack, of Mapleton; and James A. Townsend, of Bay Ridge.
Buffalo, N. Y. — Buffalo, Kenmore & Tonawanda Electric Railway
elected the following directors: Daniel F. Callahan, John L. Donovan,
Jeremiah F. Sheehan, Alexander Martin, George H. Frost, Frank S.
Oakes, Jas. B. Zimmerman, Louis P. A. Eberhardt, James W. McDon-
ald, Martin McDonough, Edward Lee, Norman E. Mack, Samuel B.
Hulbert, James J. Byrne, and Frank G. Mitchell.
Buffalo, N. Y. — The Buffalo & Sanborn Electric Railway scheme is
being prosecuted with vigor. The distance is 6i^ miles, and the officers
are: L. F. W. Arend, president; Lewis T. Payne, of Tonawanda, vice-
president; Lee R. Sanborn, of Sanborn, secretary; Edward G. Reisterer
of Tonawanda, treasurer, and John H Pardee, of Buffalo, attorney.
Gloversville, N. Y. — At the annual meeting of the Cuyadutta
Electric Railway the following directors were elected: Robert Wemple,
Harwood Dudley, T. C. Frenycar, E. Smith, John E. Ashe, Daniel
Dockstader, Wm. Argensinger, John Dewey, J. H. Decker, J. B. Judson,
C. W. Judson, H. Lebenheim, Nelson Dutcher, H. L. Burr and James
Radford.
New York City. — By November i, horses will be superseded by
cable on the Third Avenue Road. Superintendent J. H. Robertson is
authority for the statement.
Syracuse, N. Y. — The street railway company files mortgage to
State Trust Company, of New York City, to secure issue of bonds of
Julv I. Amount is for ^2,500,000.
Troy, N. Y. — The Troy City Railway in its annual report shows
gross earnings of $479,847 from operation, with expenses of $228,584,
leaving a net of $251,261 ; dividends declared and paid $40,000.
Watertown,"N. Y. — E. S. Goodale resigns from the Watertown
Street Railway management and is succeeded by Geo. O. Adams
Watertown.
West Brighton, N. Y. — It is likely that the $10,000 bonus will be
raised and the P. R. & P. P. electric road extended to Castleton Corners.
The Richmond County Horse Railway, which runs between the Corners
and West Brighton will change to electricity.
Ohio.
Cincinnati, O. — The Cincinnati, West Covington & Ludlow Street
Railway is incorporated to build, as noted, and to be completed before
October 2, 1S94. Capital stock, $75,000. The men are John J. Ship-
perd, Howard Ellis, Oscar Baker, Sam Bigstaff, C. B. Simrall, T. M.
Jenkins, G. M. Abbott. The money comes from Cleveland, O.
Cincinnati, Ohio. — Cincinnati Street Railway has gained its exten-
sions on several routes. Four-cent fares will be replaced by five-cent
fares. The extensions are very valuable.
¥ Cincinnati, O. — The South Covington & Cincinnati Street Railway
Company will try to get the contract for carrying mail, and wishes a car
for the purpose.
Cincinnati, O. — The committee of council on street railways orders
safety brakes on Cincinnati Street Railway Company's cars.
Cleveland, O. — Trust deed is filed by the Cleveland Electric Rail-
way Company in favor of the Central Trust Company, of New York
Amount is $1,900,000; $1,000,000 to secure mortgage and remainder
for liabilities due. Deed signed by President H. A. Everett.
Cleveland, O. — The Russell-Schofield franchises have been downed
by the council on a third reading.
Dayton, O.— Judge DwyerandO. B. Brown have sold considerable
stock for the Dayton Traction Company and claim road will be built in
due time.
Norwalk, O. — The Sandusky, Milan & Huron Electric will ask to
change its name to the Sandusky, Milan & Norwalk, and will also ask
for discharge of J. C. Gilchrist as receiver. The sale of bonds has saved
the road.
PiQUA, O. — As the steam roads will not undertake a branch road to
Minster the Miami Valley Electric will probably do so. A line to
Minster will undoubtedly pay.
YouNGSTOWN, O. — The Youngstown, Falls & Park Electric Railway
elect officers as follows: President, John I. Williams, Youngstown;
vice-president, S. C Grier, ot Allegheny; treasurer, J. Harris McEwen
and secretary, Harry G. Hamilton, both of Youngstown.
^ Youngstown, O — The Youngstown Park & Falls Street Railway has
applied for franchise and will begin work the day after franchise is
granted.
Oregon.
Oregon City, Oregon. — The East Side Railway Company will
build extensive additions, and a net-work of suburban lines is planned.
Supplementary incorporation for the preliminary lines is already
entered.
Salem, Ore. — Salem Motor railway has begun work on a new car
house at Morningside, 24x80 feet, with capacity for power at future date.
Pennsylvania.
Allegheny, Pa. — The finance committee of the council revokes the
franchise of the Millvale, ^tna & Sharpsburg Railway Company,
alleging failure to keep agreement.
Altoona, Pa. — The Cumberland Valley Electric Passenger Railway
organized at $300,000, by Oliver H. Ormsby, S. Ritter Ickes, W. J
Ickes, and S. S. Wigton, all of Altoona.
Chester, Pa. — The Media, Middletown, Aston & Chester Electric
Railway has been granted rights here and promises to begin building
soon. Hon. W. M. Ward, Hon. John B. Robinson, E. H. Price,
Edmund Jones, et al., all well known Delaware county capitalists, are in
the company.
Erie, Pa. — Incorporated: The Edinboro & Erie Electric Railway,
for thirty years, at $200,00 to build sixteen and one-half miles electric
railway. The corporators are, Messrs. G. E. Rickman, of Brockton, a
wealthy wine cellar man, well known in Erie; E. A. Fay and G. W.
Fuller, of Portland, N. Y. ; Chas. C. Curtice, of Rochester, and H. O.
VanDusen, of New York. As soon as the councils in Erie grant the
coinpany the privilege of entering the city work will be commenced on
the road.
Philadelphia, Pa. — Philadelphia Traction Company orders an issue
of 56,000 additional shares of stock at par, giving stockholders pro rata
privileges. In financial circles the new stock is considered a point in
favor of the company.
Pittsburg, Pa. — The Coraopolis & Neville Island Electric line will
erect bridge across Ohio and compete with the Ft. Wayne Railway
Company. Contracts for power house will be let soon. Ten to fifteen
cars will be bought.
PoTTSTOWN, Pa. — Ringing Rock Electric Railway Company, organ-
ized at $100,000 to construct an electric railway from Pottstown to
Ringing Hill, three miles north of this place, on which the famous ring-
ing rocks are located, and where a fine park is to be made, for which
250 acres of ground have already been purchased. The officers of the
company are: President, C. A. Guldin ; vice-president, Samuel Fron-
heiser; secretary, R. E. Shaner; treasurer, A. K. Shaner; directors,
Frank S. Brant, Jacob S. Bahr, George C. HoUenbach, M. R. David-
heiser, H. M. Boone.
(^^K€£tl^iiw!a^9\eym/
647
PiTTSTON, Pa. — Pittston and Scranton franchise has been acquired by
the Scranton Traction Company, bv General Manager Archer. It is
also announced that the Pittston Suburban franchise has been sold to the
Wyoming Valley Company. The Wyoming will push things to com-
pletion.
Scranton, Pa. — Mayor Connell signs three ordinances giving right
of way to the Scranton Traction Company. Condition strict.
A LONDON FIRE.
Shenandoah, Pa. — B. Elwood Jones resigns as SNperintendent of
the Schuylkill Traction Company, and will be succeeded by Edward W.
Ash, now in New England.
Tarentum, Pa. — A new street railway company asks rights from the
city council for the expired franchises of the Tarentum Passenger Rail-
way Company. The new company wants to build to New Kensington,
Parnassus and other places. The company will give bonds.
Washington, Pa. — Brit. Hart, receiver of the Washington Street
Railway, applies to court for order to sell the road, as its receipts will
not warrant its remaining in receiver's hands. Taken under advisement
Rhode Island.
Newport, R. I. — Newport Street Railway Company is without a
superintendent, A. C. Ralph having resigned.
Tennessee.
Nashville, Tenn. — The Nashville capitalists who sold the Savannah
Electric Railway Company are T.W. Wronite, J. H. Fall and G. M
Fogg.
Winchester, Tenn. — F. A. Pattie is elected treasurer of the Win-
chester, Paint Rock & Tennessee River Electric Railway.
Texas.
Ft. Worth, Tex. — In case of Thomas Worthington vs. the North
Side Street Railway Company, court decides that the bonds worth
$150,000 are valid. Bonds are secured by liens.
Washington.
Seattle, Wash — Guy C Phinney, one of the wealthiest men in
Seattle, and a street railway builder of prominence, died Sept. 12. He
was worth f 500,000.
Seattle, Wash. — Guy C. Phinney, president and general manager
of the Woodland Park Electric Railway, died suddenly last evening of
heart disease.
T.\coMA, Wash. — ^Joe T. Mitchell is appointed receiver for a part of
the Point Defiance & Edison Railway.
West Virginia.
Denwood, W. Va. — An electric railway is reported to be about to be
organized by local capitalists, to run from Oakland to Deer Park, a dis-
tance of eighteen miles. No names are yet announced.
Wheeling, W. Va. — Reymann's Hill is to be tunneled at a cost of
$400,000, and a doubled track electric railway built to Edgington by real
estate owners interested in the land there.
Wisconsin,
Milwaukee, Wis. — The Wauwautosa Motor Line was to have been
equipped with electricity, but the stringency in the money market for-
bids immediate action.
the trolley in EGYPT.
The municipality of Cairo. Egypt, advertises for bids on an electric railway.^Press
dispatch.
A trolley car went to Egypt land,
It played in the desert, and dug up the sand;
But it ran into a pyrainid.
And llien, I believe, that's^ all it did.
Trol, lol, ley, bootn de ay.
IRON Gate wharf, Paddington, London, was the
scene of a destructive fire, Saturday, September
16, when the forage stores of the London General
Omnibus Company were totally destroyed by fire. The
fire originated in some highly mysterious way, after the
custom of fires, and at half past six in the morning the
whole great building was a mass of smoke and flames.
As the material was highly inflammable the firemen had
a tremendous task.
BURNING OF THE LONDON OMNIBUS BARNS.
Every engine in the district was ordered to the scene,
and finally, all the London department was ordered to
stand in readiness. The flames were, however, finally
subdued, but the structure was completely gutted. The
OSS was $150,000.
Perfection in Traveling.
At 6 :oo p. ni., daily, one of tVie handsomest trains in the United States
and known as the North-Western Limited, leaves the passenger station
of the North-Western Line, in Chicago, on its journey to St. Paul and
Minneapolis, the twin cities of the Northwest. Vestibuled throughout
and equipped with buffet, smoking, and library cars, private compart-
ment sleeping cars, drawing-room sleepers, and superb dining cars, it
furnishes its occupants with every comfort and convenience which could
be desired by the most fastidious.
While in its entirety it undoubtedly takes rank with the finest trains
in the world, there are two features of its equipment which deserve
especial mention, for they are new departures in the western railway
world:
The buffet, smoking and library car is furnished in the most luxurious
manner, with comfortable arm chairs, writing desks, book-cases, and a
well stocked buffet, from which light refreshments are served. The
private compartment sleeping car is designed especially for the accom-
modation of family parties and ladies traveling without escort. It is
composed of ten separate compartments, each complete in itself, and
containing washstand, hot and cold running water, and all necessary
toilet arrangements.
Aside from these two features, it is in keeping with the rest of the ser-
vice to say that the supper served in the dining car, after the train leaves
Chicago, is a meal calculated to please the epicure.
In a word, if you desire to travel in the most comfortable manner, and
make the trip to St. Paul, Minneapolis, or any other point in the North-
west, in the quickest time, be sure that your ticket reads via the North-
Western Line. Maps, time tables, and full information can be obtained
upon application to any ticket agent, or by addressing W. A. Thrall,
General Passenger and Ticket Agent, Chicago & North-Western Rail-
way, Chicago.
648
(^\n^\r{aA^^
PICTORIAL EVENTS OF THE MONTH,
Mid Air Peril. — Sixty passengers in a North Hudson County Rail-
road car, running from Iloboken to Jersey City, found themselves in a
rather precarious place, on the night of September 14. It was about
seven o'clock, and the night
was dark and rainy, when the
car wound its way on to the
trestle leading to the Heights.
Here, while at the li i g h e s t
point, the armature burned out
and the car was left as helpless
as a baby. A slight grade was
sending the car backward, but
the brakes did their duty until a
car coming from behind tried
to push the disabled common
carrier up the hill. The load
was too heavy, however, and
sixty disconsolate passengers found themselves one hundred feet above
the ground on a trestle. The passengers of the disabled car, together
with those from the blocked trains behind, began to be restive, and
finally two hundred of them dismounted and walked the narrow path
between the tracks to terra firma, dodging poles at intervals. All were
safely landed, damp, miserable and curseful.
A New York sufferer of ingenious mind and a love for humanity,
has suggested, through the col-
umns of the New York Herald,
a simple and effective remedy
for the long-legged and sharp-
kneed swine who persist in
stretching their legs across
three - fourths of a street car
aisle. The mechanism proposed
is simple, cheap, and will be
effective. Reference to the
drawing shows it to be a double
circular buzz saw, running in
grooves under the car and pro-
jecting into the vehicle. They
travel up and down the length of the car, amputating any razor back
knees or Number 10 feet. It may be geared to the rear axles.
An electric car ran amuck
recently in Duluth, ending its
career at the bottom of the steep
canal. A defective brake is al-
leged as the immediate cause of
the misdemeanor. Only two
passengers were at that time
upon the car, and they, together
with the crew, not having am-
phibious liabits, jumped in time
to avoid a cold bath.
New York papers are making as much as possible out of their
new cable road. When the paragrapher gets done saying bitter things,
and the "old man" editorializes a little, the modest reporter writes a
half column on *' Rolling a 39-ton spool." The spool in question, was
for the Third avenue cable, and
which is 18,430 feet of 1^ inch
steel. It was moved on rollers
from Sixty- fourth street and
the East River, to the power
house. It began to move at
10:30 a. m. of one day and was
landed the next night. A sharp
grade was overcome, and con-
sidering the block and tackle
method used, the trip was
made in good time. The fore-
man of the moving gang, ex-
pressed, publicly, his thanks to his fellow-citizens who volunteered sug-
gestions en route.
JoosT, of San Francisco, has " joost " had more trouble with his San
Francisco & San Mateo electric railway than most men have with a
family of children. First with his franchise, then with the stockholders,
then with his creditors, and now
the Mayor of San Francisco con-
spires to make life aghastly dream.
It seems that the mayor discov-
ered that Mr. Joost was taking
liberties with grades and streets,
which he, the mayor, did not ap-
prove, so, without delay, the super-
intendent of streets was sent forth
with a gang of laborers, and in a
short time the track was rendered
useless for rapid transit. Mr.
Joost says the mayor shall suffer, as the track was on Joost's private
property.
PERSONALS.
A. C. Smith, of Norwich, Conn., called at the Review office
recently.
J. B. M. HiRous, general manager of the Lamokin Car Company,
was a World's Fair visitor of September.
J. Henry Carson, of the Sterling Supply Company, of New York,
was a recent caller at the Review office.
Major Borden and Mr. Purnell, leading citizens of Deadwood, S.
D., were visitors at the Review office this month.
W. W. Hess, Philadelphia, editor of The Car, has been doing the
Fair and favored the Review with a brotherly call.
W. P. LovETT, head bookkeeper of the Lamokin Car Company,
called on the Street Railway Review last week.
S. V. Pickens, superintendent of the Hendersonville, N. C, Street
Railway Company, called on the Review during the month.
Superintendent Ed Campbell, of the Ottumwa, la., Street Rail-
way Company, was a World's Fair visitor of the past month.
Frank Dundore, of Philadelphia, well known in stock exchange
circles, was a Review visitor during his late Chicago and Exposition
trip.
President Holton Wood, of the Derby, Birmingham & Ansonia
Railroad is in Chicago with the governor's staff. He will be at the Con-
vention.
C. P. Young, who, as superintendent of the electric railway system
at Chattanooga, Tenn , has brought that road to a degree of excellence
scarcely equalled, was a frequent Review visitor during his visit to the
World's Fair.
Charles E. Payne, superintendent of the San Bernardino, Cal.
Street Railway Company, sustained severe injuries from a runaway
horse recently.
H.J. Somerset, electrician of the Electric Street Railway, Winnipeg,
Manitoba, put in two weeks at the Fair this month, and called at the
Review office.
F. H. Shepard, of the Milwaukee Street Railway electrical force,
has left the company's service to take a course in the Massachusett's
Institute of Technology at Boston.
Thomas H. McLean, the well known superintendent and general
manager of the Citizens' Street Railway Company, of Indianapolis,
called at the Review office a few days ago.
Wm. Turton, of Leeds, England, is one of the most prominent street
railway men in the United Kingdom. He is chairman of the Leeds,
Bradford, Newcastle & Gasforth, and South Shields tramway companies,
and director in three more such enterprises.
G. Mestre, representing the well known French commercial estab-
lishment of G. Floquet, Paris, was a Review caller. He will make an
inspection of American street railways before returning to France.
(^ticct9\ailWay'j^ylc\V*
649
W. S. G. Baker, president and treasurer of the Baltimore Car Wiieel
Companv, Baltimore, was a World's Fair visitor this month, and was
warmly welcomed by his numerous friends in] this city, where he
formerly resided,
Chas. G. Smith, who as the "Smith, o£ New York," is known far and
wide, and who has made an exceptional record as a successful manufac-
turer of street railway supplies, spent ten days, accompanied by his
family, at the Fair, the early part of this month.
A. R. Walcott, superintendent of the Quincy, Mass., system of the
Quincy & Boston, was the recipient lately of an office outfit from the
directors and employes of the company. Mr. Walcott's services are
highly appreciated by both his principals and subordinates.
Mr. Spencer, of the firm of Spencer & Waters, importers of foreign
goods, with offices at Valparaiso and Santiago, Chili, was an Exposition
visitor at the Review office. The Spencer & Waters house is one of
oldest and best known in the South American trade. Mr. Spencer goes
back about the first of November.
George Cradock, of the firm of George Cradock & Company, whose
extensive wire works are at Wakefield, England, is visiting the cable
roads of this country, and spent several days in Chicago. Ho also
attended the street railway convention. His company have now, and for
a year or more past had, ropes running in the tunnel loop of the North
Chicago Street Railroad, where they are giving a remarkable service
Among other cities which his company furnish is the Melbourne, Aus-
tralia, cable lines, where for some time past they have supplied nearly all
the ropes for the entire system of ninety miles, being the first English
ropes used there. Mr. Cradock is a handsome type of the successful
young English manufacturer, and an experienced and extensive traveler.
CANADIAN VOLTS.
From Our Special Correspondent.
THE Montreal Park. & Island Railway Company is
making great progress in its e.xtension work, which
will be completed by November i. Mr. Roy, the
company's engineer, has been a vigorous worker. By
his advice, broken stone has been used as a top dressing
for the road bed. Twenty-three foot American pattern
cars are to be used. The company's office is at the Place
d'Armes' hill, where in a late meeting the following
management was elected: Hon. Louis Beaubien, presi-
dent; Hon. J. R. Thibaudeau, vice-president; Robt. L.
Gault, treasurer; Maurice Perrault, secretary and assistant
treasurer; David Morrice, Henry Hogan and M. S.
Lonergan, directors.
The Montreal Street Railway Company is pushing its
construction work as rapidly as possible, to be ready for
winter.
The London, Ontario, Street Railway Company was
recently, by press dispatches, said to have in view a street
railway ambulance service. In reply to a query of the
REVHiw, S. R. Break, general manager, says: "We
have not had in contemplation anything of the kind. Ours
is a horse road, with the e.xception of one mile suburban
line, which we are equipping with electricity now, and
which will be running by October 25."
The employes of the Toronto, Ont., Railway Com-
pany have organized a union and benefit society, and
already have a membership of 626. The society is an
oath bound one.
Application has been made for the incorporation of
the Preston & Berlin Street Railway Company Limited,
to operate a line from Preston to Berlin, capital $100,000.
Provisional directors are: Thos. Todd, Daniel Spiers,
Wm. H. Sutz, of Gait; R. Gregory Co.x, St. Catherines;
T. M. Burt, Waterloo; Fred Clare, Preston; John Fen-
nell, Berlin; and R. G. Dickson, Niagara. This road
will connect at Preston with the Gait & Preston, and at
Berlin with the Berlin & Waterloo Street Railways.
Canadian street railways are attracting considerable
capital. The Gait & Preston Street Railway Company
Limited, which comes to our notice by circular, is one of
the latest. It is capitalized at $50,000 by local capital-
ists of Gait and Preston, Ontario, and is officered by
Thomas Todd, president, Gait; R. Gregory Cox, St.
Catherines, vice-president; and W. H. Lutz, secretary
and treasurer. Gait. It will carry mail and express.
The Canadian Electrical Association held its annual
meeting, September 12, at Toronto. Fifty members were
present, and an interesting series of papers were read
and discussed. The association is in the best of condi-
tions and has promise of long life and increased useful-
ness. Among the papers, the one by A. C. McCallum
on " Turbine Water Wheels," one by E. Carl Breit-
haupt on " Electric Street Railways," and one by John
Langton on "Direct Connected Dynamos," were of most
interest to street railway men.
An interesting exhibit of various electrical specialties
and an enjoyable excursion to Niagara Falls were inci-
dents thoroughly appreciated.
J.J. Wright, of the Toronto Electric Light Company,
is president of the association, and C. H. Mortimer, pub-
lisher of the Canadian Electrical News, is secretary-
treasurer. His publication is the official organ of the
association.
The Berlin Iron Bridge Company, of East Berlin,
Conn., has received the contract for the new power sta-
tion for the Atlantic Improvement Company, Astoria, L.
I. There will be two buildings, a boiler house 62 feet
wide and 85 feet long, with a dynamo room 70 feet wide
and 130 feet long. They will also build a new station
for the Lynn Gas & Electric Company.
California in Three and One-Half Days.
If you are going to California and desire to make the journey in the
most economical, quick and comfortable manner, purchase your ticket
via the Chicago & Northwestern, Union Pacific and Southern Pacific
Ry's. Pullman drawing-room sleeping cars are run from Chicago to
San Francisco without change in three and one-half days. Completely
furnished tourist sleeping cars are also run in which accommodations
can be procured by passengers holding either first or second-class tickets
at a cost of only .^4.00 per berth from Chicago to San Francisco and
other California points. The hour of departure of trains from Chicago
affords prompt connections with all trains from the east and south.
Variable route excursion tickets, allowing nine month's stay in the
health-giving climate of California, second-class tickets of low rates,
sleeping car reservations and full information can be procured of any
ticket agent, or by addressing W. A. Thrall, General Passenger and
Ticket Agent, Chicago & Northwestern R'y., Chicago.
650
(^t{cd/9\ailw^j^ylc\/
ECHOES FROM THE TRADE.
The Oregon Ei.ectricai> Works, Portland, Oregon,
are making a specialt}' of model and experimental work.
The Railway EquiPivrENT Company, Chicago, report
business as good, and have taken a number of large
orders within the past two weeks.
The Sterling Supply Company, 47 Cedar street,
New York, closed a contract with the Citizens, of India-
napolis, for 100 of their Sterling fare registers.
The Peckham Motor, Truck & Wheel Company,
of New York, has closed the contract for trucks for the
Lancaster, Pa., and the Atchison, Kas., street railways.
Edwin A. Smith, general agent of the Consolidated
Car Heating Company, Albany, has come to Chicago to
look after the western business, and opened an office in
the Phoenix building.
The Portland Electric Company, of Portland,
Oregon, which has for ten years been established in busi-
ness at Portland, are doing a good business in fight,
experimental and special work.
Okonite insulation is one of the watchwords of pro-
gress in efficiency. Feed wires and cables thus insulated
will be found contributing to the highest economj'. The
valuable properties of this insulation are forcibly demon-
strated in street railway service, and the large quantity
used in wiring the Ferris wheel has caused universal
comment.
Gilbert Wilkes, for two years assistant naval inspector
of electric lighting for the United States Government,
and later chief inspector of the Edison Company, offers
his services as consulting electrical engineer, and will
advise on all questions of construction, conversion of
horse lines, or on reduction of expenses. His address is
149 Griswald street, Detroit, Mich.
The Ansonia Electric Company, of Chicago, is
allowed by special order of the court to continue business,
and orders entrusted to it will receive careful attention
as formerly. Their overhead railway material will be
given special attention. We are glad to know that the
company wiU be still in the field, and congratulate
Assignee J. B. Wafier upon this fact
The M. C. Bullock Manufacturing Company
have recently begun ^the manufacture of the Wifians
vertical high speed engine, which has made so good a
reputation in England for dynamo driving, where space is
limited. They have issued a handsome "Columbian Cir-
cular," descriptive of this engine, giving information
about some famous English plants using it.
The Safety Brake Shoe Company, of 620 Atlantic
avenue, Boston, have a letter from an Ohio road, stating
that their experience shows a pair of safety brake shoes
will outlast four or five of gra}' iron and that the}' con-
sider it economy to pay the additional price and save the
trouble of frequent renewals. The Toledo Consolidated
has given a second order for 200 shoes and the Detroit
Citizens a second order for 300.
Albert & J. M. Anderson, of Boston, are now
established, both offices and factory, at their new quar-
ters, 2S9 to 293 A street, near Congress street, Boston,
where all business is now transacted. The new plant
consists of a well app inted, modern machine shop,
thoroughly equipped with improved machinery and
appliances for the manufacture of special machinery and
electric railway supplies. With improved facilities and
enlarged capacity for production, they will be enabled to
largely increase their product, and give prompt attention
to all orders.
Westinghouse, Church, Kerr & Co. have a con-
tract for the 1,100-horse-power light and power plant
for the terminal station of the Boston & Maine Railroad
at Boston. In accordance with the well known policy of
the company, mechanical draft, furnished by large Sturte-
vant fans will be used, bringing the draft under the con-
trol of the fireman instead of the weather. Westing-
house compound engines will drive direct and alternating
current incandescent dynamos, and also those supplying
power for drawbridges, elevators, turn tables, coal
handlers, etc.
Smith, of New York, whose excellent lamps enlighten
the world, or at least a goodly portion of it, has a phe-
nomenal business, considering the times, and has been
running his factory at its full capacity all summer and is
still doing so. It seems almost unnecessary to call atten-
tion to the testimony which this fact bears to the estab-
Hshed excellence and high standard which has been so
marked a characteristic of all the suppfies made and sold
by this successful establishment. One of his most recent
appliances is a new oil burning headlight, which has met
with special favor by users.
Among orders received by A. L. Ide & Son, Spring-
field, 111., lately, are the following: One loo-horse-power
Ideal engine, for the Ludington building, Chicago, second
order; one 125-horse-power engine, for the Hoopeston,
111., Canning Company; three i7S-horse-power Ideal
tandem compound engines for the new Stock Exchange
building, Chicago; two 125-horse-power and one 100-
horse-power Ideal engines, for the Southern hotel, St.
Louis. The Stock Exchange and Southern hotel engines
all are to have General Electric multipolar armatures
directly attached to their crank shafts.
^sm^j\ailway-j^Vl^
051
The Ottawa Car Company, Limited, of Ottawa,
Ontario, has elected Messrs. W. W. Wylie, Wm. Scott,
T. Ahearn, J. W. McRae and W. Y. Soper as directors
in the compan}'.
The J. M. Jones' Sons, West Troy, N. Y., are doing
a splendid business. They are working 250 hands and
have a fine line of new orders booked which will necessi-
tate running the works full time for several months.
The Schuttler Manufacturinc; Company, Chi-
cago, received the award at the World's Columbian
Exposition for their excellent ratchet drills, which have
long been awarded highest endorsement by street railway
track masters.
Dr. Kohlman, president of the Tramway Association,
of Germany, and owner of a road at Frankfurt, Ger-
many, during his recent visit to Chicago, carefully
examined the Standard street car stove, made by the
Standard Railway Supply Company, Monadnock build-
ing. So well pleased was he that on his return he imme-
diately organized a company for the manufacture and sale
of these stoves, the company here having granted him
the right to do so in Europe. He writes that the foreign
tramway managers are greatly pleased with the stove and
have already a large number ordered for immediate use.
The good words of the New Orleans Picayune, in its
book review column, of October 8, are appreciated. The
Picayune says: "The Street Railway Review for
September is a portly imperial quarto of 100 pages,
crammed with all sorts of information of interest to the
owners, managers and employes of street railways, bril-
liantly illuminated with a great many finely executed pic-
tures and portraits. It well repays perusal." Coming
from the niost classical publication in the south or west,
and in a column that knows not fear or favor, the Street
Railway Review receives it as a great compliment
from the lay press.
L. B. LeVake, secretary of the School of Applied
Electricity, at Cleveland, of which -Professor E. P.
Roberts is president, says that the school has the best of
prospects for usefulness and long life. Mr. Roberts is a
man of undoubted ability, both theoretical study and prac-
tical training fitting him for this work. He was gradu-
ated from Steven's Institute in "77, worked as draughts-
man and taught night school, has been superintendent
and general manager of several large light plants, was
associate professor at Cornell University and has had for
the past year a consulting office. The engineers of
Cleveland are in hearty cooperation with Mr. Roberts
and his school will undoubtedly be a great success.
Albert Fisher, western agent for the Altoona Manu-
facturing Company, and contracting engineer, with offices
at 1025 Monadnock building, this city, made a brilliant
record recently. In a single day, and in the face of
strong competition, he closed a contract with the Farm-
ington, 111., Light & Power Company, for a 150-horse-
power, high speed, non-condensing M. A. Greene engine,
built by the Altoona Manufacturing Company; two 135-
horse-power boilers; one i7S-horse-power heater, and all
fixtures, and will install the plant. Mr. Fisher is also in
receipt of the following strong letter, dated September 6,
at the Intramural power house, World's Fair, of which
Mr. McCloskie is chief engineer: —
"Dear Sir: — I have had some experience with the engines you rep.
resent, especiall}' at Altoona, in the street railway plant, and testify that
in my opinion this engine is exceptionally well designed for electrical
work, particularly for electric railway work. This is due largely to the
perfect regulation under widely varying loads, and to the fact that all
detail parts are very strong and heavy, enabling them to easily withstand
tlie shocks incidental to sudden changes of load. A heavy flywheel is
used, which, of course, aids in the regulation, and also gives a greater
economy under frequent changes in output, a point which, I believe,
was first made by Mr. Green, and one which is now admitted by al
builders. This engine will give as good economy as any engine of its
type, and in my estimation is as good as any high speed engine built in
this country. Yours truly, Chas. H McCloskie, electrical engineer."
TheStand.^rd R.\ilw.\y Supply Company, Monad-
nock building, Chicago, manufacturers of the Standard
street car stove, report a change in personnel, by which
Ogden Balton purchases the interest in the business
formerly held by T. C. Roberts, who is no longer con-
nected with the company. Mr. Balton was for many
3'ears a manufacturer of steel at Canton, O., having been
sent to this country from England by Dr. Siemens, in the
early history of the open hearth steel process, to intro-
duce it here. Engaging in steel manufacture at Canton
for himself he amassed a fortune and retired from busi-
ness, intending to divide his time between the east and
his extensive interests at Los Angeles, California. Being
an active man he was unable to remain out of business
and now enters the company, to which he will devote
a considerable portion of his time, and for which his
long experience as a large manufacturer specially fits
him. Garson Myers continues as genial manager of the
company.
Ajiong the recent changes that have been made in
the cable plants of Chicago is the introduction of the
well known Walker differential drums, made by the
Walker Manufacturing Compan}', of Cleveland. In all
of the three stations of the West Chicago Street Railroad
the Walker differential drums have been put in. The
Milwaukee avenue and West Madison street plants of
this road were in no way delayed by the change. The
old machinery weighing from thirty to fifty tons was
taken out and the new put in during the five hours avail-
able between the regular time of stopping and starting
the plant. The same drums will be used on the Van
Buren street and Blue Island avenue stations now under
construction. In these two stations two twenty -five ton
traveling cranes are installed by the Walker people.
The two differential drums at the North Clark street
cable plant of the North Chicago Street Railroad Com-
pany, and the four at the Fifty-second street station of
the City Railway, are giving good results and lengthen-
ing the life of the cables.
652
(^Ixcet J\ailM<a^li^A/lc\^/'
THF CHICAGO CITY RAILWAY FIRE.
Four Hundred and Sixty-One Horses Roasted— 30 Cars Burned-
Loss, $108,000.
THF most disastrous fire which has visited Chicago
street railways in years, and one of the most
fatal in the country, was the burning of the
Wallace and Thirty-ninth street barns of the Chicago
City Railway. Fire started in the feed grinding
machinery about 6 p. m., October 12.
The barn was one large brick building, two stories in
height and extending 400 feet on Wallace street and 190
on Thirty-ninth. In the second story was a quantity of
feed, 200 tons of hay and 500 bushels of mixed grain,
besides thirty winter cars. It was this necessarity
inflammable material that made the destruction. A 4-1 1
alarm was turned in at six o'clock and fifteen engines
were soon on the spot. The flames bj' this time were
spreading rapidly and attention was immediately directed
LOS ANGELES CABLE ROAD SOLD.
AFTER many trials and much trying the Los
Angeles Cable Road has finally been sold under
foreclosure of judgment and passed into the hands
of the Electric people October 4. The normal buyer was
E. P. Clark and the price in full was $1,344,320.48.
Mr. Clark was accompanied b}' Alvord & Brown, of
San Francisco; B. Smith, of Chicago; Judge Silent,
Judge Pope, General Sherman, Thos. McKee, of Sao
Francisco; and J. M. C. Marble and Superintendent
Aikin of the cable. The party went the rounds of the
property and returning to the court house, Mr. Clark bid
$195,600 for the various stocks and shares of the proper-
ties and real estate appurtenant. This was accepted and
then the franchises and other property put on the block.
Mr. Clark was the only bidder and the price total was
$1,131,244.18. The feelings of the principal actors in
the tragedy is not expressible in small pica type.
General Sherman, the president of the electric road
RUINS OF CHICAGO CITY RAILWAY HORSE BARN.
to the nearly 500 horses whose quarters were in the
lower story. They could be heard plunging about in
their narrow quarters. The hostlers, stable men and
volunteers made heroic efforts to free the maddened
animals and succeeded in saving twenty-one. These
were driven over the dead bodies of their comrades.
The scene was too sickening for description.
The cries of the hundreds of burning horses were
audible for blocks, though only for a short time, as
the fire burned rapidly. As usual, they refused to be
saved when turned loose and huddled in great crowds.
The work of removing the 461 dead bodies was a big
job. The carcases were sold to a rendering company.
Loss on building was $25,000; on horses, $46,100; on
cars, $36,000. A big car barn adjoined the burned
building but was saved by the heavy fire wall which
separated the two.~ Our illustration is a sketch by the
Review artist the morning after the fire. The time of
day was such that much of the equipment was out or the
loss would have been even more serious.
was asked concerning his plans for the future of the cable
and replied that the sale was made in the interests of a
consolidation, but further than that nothing was certain.
After the sale the gentlemen took a ride on Professor T.
S. C. Lowe's mountain road and were entertained by that
genial gentleman.
CONSOLIDATION IN KANSAS CITY.
NEGOCIATIONS are pending for the union of
the Metropolitan and Grand avenue cable sys-
tems in Kansas City. Stockholders in both
companies started the movement, chief among whom are
Nathaniel Thayer, Francis Bartlett, H. H. Hunnewell
and Chas. E. Cotting, of Boston. The Grand avenue
has not paid a dividend since 1890 and it is thought
that consolidation on an equitable basis will improve
affairs. The Metropolitan is capitalized at $2,800,000
and operates 23 miles of double track, while the Grand
avenue capital stock is $1,200,000 and its trackage nine
miles.
collect 9\aiWtivli^yicvV*
653
FLUSH TRANSFER TABLE.
WHAT is said to be the only flush transfer table
on the market is the one manufactured by
the White Manufacturing Company of 556
West Thirty-fourth street, New York. It is intended to
be operated either b}- hand power or by an electric
motor. The rails of the table are necessarily higher than
the surrounding tracks, so that inclined planes are carried
on the table and extend out both wa3's over the standing
tracks. These inclines are strips of iron 2 feet, 7 inches
long and beveled down to give a gradual rise from the
FLUSH TRANSFER lABLE.
incoming rail to the table rail. These strips spring up
and clear the rail by a quarter of an inch when the table
is in motion. As soon as the wheels strike this incline
the incline rails are sprung down. The table is 28 feet
over all and 22 i^ feet long, not including the inclines. It
is thoroughly cross braced, so that it is not liable to get
out of square. There are many places where it is
extremely inconvenient to have other than a level barn
floor and for such the flush table will be found just the
thing. Our illustration shows the table equipped to run
with electric motor, or it may be easily pushed by one
man. It is light, yet extremely firm and strong and built
to stand the hardest possible wear.
THE CANTON CAR BARN CONFLAGRA-
TION.
JUST launched on a successful career towards good
dividends, the Canton-Massillon has suffered a
severe back-set in the burning of its large car
barns at Canton, O., October 3.
The fire began at 1:15 a. m., and is supposed to have
originated in a car which was carelessly housed without
inspection after a run, and in fact, now believed to have
been burning when housed.
The car barn was a big frame structure, and the floor
was saturated in various spots with oil and grease from
the gearing and motors. The repair shops and the car
building shops were immediately abutting the burned
barns and the offices were in front, making the barn
proper a regular fire trap. So quickly did the flames
gain headway and so powerless was the fire corps, that
shortly after the alarm it was seen that all efforts must be
addressed to saving the adjacent structures. The officials
of the road were soon at the scene, but could do nothing
more than direct the firemen and citizens. Not a car was
saved. The superintendent states that there were twenty-
seven cars in the barn. This list includes three closed
cars of the Interurban line, four large open cars of the
same line, six new closed cars of the city line and four-
teen open motor cais. Thirtj'-six motors were destroyed,
four 30-horse-power, twenty-eight is-horse-power
and four 20-horse-power. Much material, tools and
parts were also lost. The company will replace
the destroyed stock immediatel}'. Ad interim, the
Interurban is making half hour trips with such equip-
ment as can be found, and the city line is doing without
trips. The total loss, full}' insured, was $44,250, of
which $2,600 was on the car barn.
MODEL MEN.
Employes of the Orange, N. J , Suburban Ask for a Reduction
in Wages Until the Road's Earnings Increase.
ONE of the most unusual communications ever
addressed to a street railwaj' manager by his
men was received bj' Superintendent Cotton,
of the Orange, N. J., Suburban. The line, which con-
nects several small towns, has been greatly crippled in
its earnings, owing to numerous factories shutting down,
whose employes furnished a large share of its business.
Although the road was running at a loss, the manager
was endeavoring to pull through without cutting wages,
although all other expenses had been reduced, and while
nothing had been said to the men they could not help but
know the road was losing. Imagine Mr. Cotton's sur-
prise to receive the following letter:
.Sir ; We, the empioves of vour company, in nii eting assembled, have
come to the conclusion that, owing to '.he dullness in trade circles^
thereby cavising a falling off in the daily receipt of the cars of your
company, we will, during the dull season, agree to a reduction in our
wages as follows: Day men, fi.ys; night men, $i.io; and the other
employes correspondingly. The understanding to be that as soon as
times become better our wages will be restored.
Michael Cuffey, Chairman.
Martin Healey, Secretary.
Heretofore the day men have received $2 a day and
the night men $1.2=; for six hours work. The reduction
proposed affects drivers, conductors, book-keepers and
stablemen.
The reply made by the company to the above extra-
ordinary proposition was as follows:
To the Employes of the Suburban Traction Company, Michael Coffey,
Esq., Chairman.
Gentleme.n-: Your favor in regard to reduction of w.nges is received
and your kind offer is accepted.
The company wishes to present to you its appreciation of the con-
sideration shown by its etnployes, and it is a pleasure to its officers to
liave their employes appreciate the difficulties and losses against which
the company is now contending. Very truly yours,
Suburban Traction Company,
(By F. W. Child, President.)
The company had no intimation of what was coming,
and that President Child will not allow his men to be the
654
(^txcctj\ailw<iy'j^ylcW*
losers in the end by this manly act is not to be questioned,
while a strong bond of sympathy has been cemented
which offers a striking picture of what such harmony
would mean if only it could prevail throughout the coun-
try. These men have earned the respect of the public
and the lasting good will of their employers, and we sin-
cerely trust that the days may be few and short until the
time when their old wages or better may be possible.
A HOT PRESSED PINION.
THE steel pinion offered to the trade by the United
States Projectile Company, of Brooklyn, N. Y., is
radically different in its construction from any
others in use. The old methods are cutting from the
solid and casting. With cut pinions there is a tempta-
tion to reduce the wear on the tools by using soft metal.
Cast steel pinions with the teeth recut are liable to be
STEEL BILLET.
J'RKSSED GKAR.
brittle. To obviate some of these difficulties the above
mentioned company has e.vperimented with a method of
hot pressing and, after running them on the Brooklyn
City Railway for over a year with excellent results, they
are placed on the market with the confidence that they
are a superior article. To make a pinion, a round billet
of steel is prepared, longer and of less diameter than the
pinion to be pressed. For a W. P. 30 pinion this billet
is 7j4 inches long by 3J8 inches diameter. This is
heated white hot, put in a die and subjected to a 1,250,000
pound pressure. The metal is pressed into the teeth of
the die and solidified more than by any other process.
The pressure applied is equivalent to 80,000 pounds per
square inch of surface. The teeth do not have to be cut
or trimmed, as they are pressed accurately to size. The
only machine work to be done after they are forced out
of the dies is the boring, facing off the ends and the cut-
ting of the key seat, which in no way robs the teeth of
their best qualities. The hundreds of purposes in which
pressed steel has demonstrated its superiority will be
readily recognized by all.
The South African tramways at Johannesburg has
sufficient funds to admit the declaration of a 5 per cent
dividend.
STREET RAILWAY PATENTS.
COMPILED BY THE STREET RAILWAY REVIEW.
ISSUED AUGUST 22, 1893.
Electric railway trolley switch, John H. Allison, Elkhart, Ind ,
assignor one half to John G. Rich, Auburn, N. Y., and
Daniel G. Reed, Richmond, Ind 503>57o
Contact ior conduit electric railways, Adolph Woiner, Buda-
Pesth, Austria Hungary, assignor to Siemens & HaUke, Ber-
lin, Germany S03»7^*^
ISSUED AUGUST 29, 1893.
Fender and life guard for street cars, Samuel du Moulin, Boston,
Mass 504,08 1
Electric conduit for railways, Joseph I. Conklin, Brooklyn, N. Y. 504,104
Electric railway trolley, Alexander Palmros, Lynn, Mass.,
assignor one half to Varna J. Pierce, Hudson, Me 504,113
Motor truck, John A. Brill and Walter y. Adams, said Adams
assignor to said Brill _., 504,149
Stringer plate, Edward Samuel, Philadelphia, Pa., assignor to
William Wharton, Jr. & Company, same place 504,176
Electric railway trolley, Frank J. Sprague and Patrick F.
O'Shaughnessy, New York, N. Y., assignor to the Sprague
Electric Railway & Motor Company, same place 504,255
Crossing for electric railways. Jay Nelson, St. Louis, Mo.,
assignor one half to Thomas C. White, same place 504,276
ISSUED SEPTEMBER 5, 1893.
Gear casing, William H. Forbes and Geo. B. Shepley, Brooklyn,
N. Y 504.338
Trolley wire cleaner, Mahlon Shaaber, Reading, Pa., assignor one
half to Jacob S. Ammon, same place _ 504 405
Life guard for street cars, Thomas Barnes, Lowell, Mass 504,485
Tramway locomotive, Chas. D. Scott, Corry, Pa 504.541
Conduit electric railway, Benson Bidwell, Philadelphia, Pa.,
assignor by mesne assignments of one half to Benson Bid-
well, trustee _ .504.549
H ydropneumatic motor, William Cooper, Minneapolis, Minn 504,670
Conduit for electric railways, Samuel H. Flagg, Providence, R. L504,676
ISSUED SEPTEMBER 12, 1893.
Fare register, Chas. S. Lewis, Waterbury, Conn., assignor one
half to William E. Fulton, same place 504,731
Safety attachment for cars, Ingham W. Bisbing and John E.
Gerhart, Philadelphia, Pa __. 504,798
Motor truck, John A. Brill, Philadelphia, Pa. 504,800
Railroad rail chair, Francis P. Reilly, New York, N. Y., assignor
by mesne assignments to the Johnson Company, of Pennsyl-
vania 504,818
Conduit electric railway, Henry D. Oler, Paterson, N J 504,847
Supply system for electric railways, George F, Green, Kalama-
zoo, Mich., assignor one half to Oliver S. Kelly, Springfield,
O., Martha L. Green, executrix of said George F. Green,
deceased 504.977
Street railway switch, Pierre J. Boris, Boston, Mass 505,077
Conduit electric railway, Charles O. Elhert, New York, N. Y_. 505,081
ISSUED SEPTEMBER 19, 1893.
Rail heating device, Charles S. Smith and Elmer E. Knowles,
Spokane, Wash _ 505,135
Street car register, Onesime E. Michaud, St. Louis, Mo 505,167
Current conveyor for electric railways, William Lawrence, New
York, N. Y., assignor to the Lawrence Electric Company,
same place _. 505,204
Electric railway trolley, Elbert R. Robinson, Nashville, Tenn 505,370
A Spokane inventor has patented a scheme for heat-
ing the track .rails. Whether this is intended to melt the
snow and ice which makes trouble in winter, or to scare
off the small barefoot boy, who is the motorman's trial in
summer, we do not know. It may be intended as a
remote means of car heating, or perhaps as a method for
tempering the climate of northwestern cities in forty
below zero weather. It would seem equally practical in
either case.
i^kcctlF^oUwxiyj^ylcv/
esf)
THE NEW TAYLOR TRUCK.
SAFETY BRAKE SHOE.
TWO montliS ago the Review promised its readers
the details of a new type of truck to be manu-
factured by the Taylor Electric Truck Company
of Troy, New York, as soon as the particulars could be
made public. It is the object of this article to keep that
promise and to introduce to the Review constituency the
merits of the new Taylor Empire State Radial Truck
and to assist the explanation by presenting the accom-
panying engraving. The Empire State is essentially a
radial type, combining the advantages of supporting the
car-body on elliptic springs. The principal points of the
Empire State briefly reviewed are these: It is constructed
with a continuous steel frame on both sides of which and
underneath is a steel arch bar riveted to the frame. In
the center and resting on the arch bar is a cross-tie bar
on which the elliptic springs are secured and binding the
frame together, preventing the pedestals from spreading
when rounding curves at high speed. The pedestals that
UITE a novelty in brake shoe construction, being
introduced by the Safety Brake Shoe Company,
0^
^^_^ of 620 Atlantic avenue, Boston, is here illus-
trated as made for both steam and street railways.
-STEAM RAILWAY.
ELECTRIC RAILWAY.
Their peculiarity consists in having wooden plugs
embedded in their wearing face and securely fastened
TAYLOR EMPIRE -STATE.
receive the axle boxes are bolted to the continuous frame.
The axle boxes slide freely between the guides of the
pedestal. Above and resting on the axle boxes are
springs that give the free and elastic motion for which
Taylor trucks are noted. Upon the elliptic springs but
not fastened to them is the truck bolster. All the details
of the workmanship and the brake and brake shoe acces-
sories are of the best, and special construction. The new
truck promises excellent results.
upon a locking device to prevent their working loose.
The advantages are absence of noise and shriek-
ing, an important consideration especially on elevated
roads and a more even hold on the wheels, making
smoother stops. They are in use on over a hundred
roads and are said to be specially effective in wet
weather and suited to heavy grades. Those using them
find that it pays to give the slightly higher price for these
brake shoes rather than buy so many sets of common
ones.
Superintendent YouNt;, of Chattanooga, finds time
from running his cars to invent a burglar proof safe, for
express messengers and valuables, to be built of steel and
close automatically when the express messenger steps
inside. The same movement also raises thunder with
desperadoes, who are struck by several thousand loose
volts when they toy with the door knobs and grab
handles.
The Delaware, Lackawana & Western Railroad at
Newark, attempted to vent its spite against one of the
Consolidated Traction Company's lines by ordering the
gateman at a grade crossing not to let the electric cars
cross. The electric demonstrated that crossing gates are
but a slight obstruction and the railroad had a new set of
gates to buy. The electric has met no more opposition.
656
(jotiiitif^cuWay-i^ye^^
AWARDS IN THE STREET RAILWAY
INDUSTRIES AT THE WORLD'S FAIR.
AWARDS in the departments of electricity and
transportation have been made, and give general
satisfaction, and we publish below the names
of those winners whose exhibits touch street railway
practice, in each department.
The method has been to require each e.xhibitor to
make claims of excellence and superiority. These claims
were examined, and to each claim substantiated to the
satisfaction of the judges, notice has been given. Cer-
tificates of award are issued for such as have made satis-
factory claims to the examining judges.
In the railway group. No. 80, the following manufac-
turers, whose products touch the street railway field, have
been given awards:
Schuttler Manufacturing Co., Chicago, ratchet drills; Griffin Wheel &
Foundry Company, Chicago, chilled iron car wheels; Jones Car Con-
struction Company, Chicago, nut locks; General Electric Company,
electric locomotive; New Yoik Air Brake Company, airbrake; Con-
solidated Car ileating Company, Albany, N. Y., improved commingler
system, direct steam heating; .Sheffield Car Company, Three Rivers,
Mich., lijjht cars, velocipedes and standpipe; Hale & Kilburn Manufac-
turing Company, car seats, etc.
In the Electricity building the full list of awards is a
very catalog. Those manufacturers in whom the street
railway interests are represented are:
A. & J. M. Anderson, Boston; Eddy Electric Manui'acturing Com-
pany; General Electric Company; Nutting Electric Company; John A.
Roebling; .Sperry Railway Company ; Short Electric Railway Company ;
Westinghouse Electric Manufacturing Company; Siemens & Halske;
Walworth Manufacturing Company.
The most important group is No. 81, which includes
all distinctly street railway specialties. The points of
e.xcellence are too numerous to mention, and the Review
is forced to be content with the mere mention of the
awarded specialties. They are, in brief, and classified,
as follows:
Cars. — Pullman Palace Car Company, single and double deck street
cars; y. M. Jones' Sons, West Troy, New York, body, open electric car,
bodv, closed electric car; John Stephenson Company, Limited, New
York, "Broadway" cable car, electric motor car; E. H. Wilson, Phila-
delphia, open and closed vestibuled street cars; Carris Urbana Company,
Rio de Janerio, tramway street horse car.
Rails. — Wm. Wharton, Jr. & Company, rails, fittings and special
work for street railways; Johnson Company, Johnstown, street railway
appliances; Hoerde Mining & Steel Company, Hoerde, Germany, street
railroad switches, grooved rails, wlieel tires, axles, etc. ; Phoenix Akti-
engesellschaftfur Bergban und Huttenbetrieb, Laar, Germany, construc-
tion of street rail road tracks, sections, profiles, etc.
Trucks. — McGuire Manufacturing Company, Chicago, trucks;
Peckham Motor Wheel & Truck Company, Kingston, N. Y., electric
motor trucks; Beniis Car Box Company, Springfield, Mass., electrical
motor truck; Robinson Electric truck and Supply Company, Boston,
electric radial truck; Robinson Machine Company, Altoona, Pa., elec-
tric car truck.
Electric Car Equipment.s. — Westinghouse Electric &, Manufac-
turing Company, Pittsburg, Pa., street railway electric car equipments.
MiscELLANKOus. — Street Railway Review; International Register
Company, conductor's portable register; Genett Air Brake Company,
air brake equipment for electric and cable railway cars; Jas. H. Stead-
man, Rochester, N. Y., detective transfers; Columbian Intramural
Railway, Jackson Park, electric elevated railway; Lambeth Cotton
Rope Company, New Bedford, Mass , Lambeth cotton rope; Wasliburn
& Moen, cables for street railways; A. S. Hallide, San Francisco, pass-
enger and grip car, ropeway and grip, historical collection of cable sys-
tems; California Wire Works, wire ropes and cables; Trenton Iron Com-
pany, Trenton, N. J., interlocked wire ropes and cables, aerial 'tramways
and rolling stock; Daimler Motor Company, Cannstadt, G<Tmany, street
car motor; J. Poklig, Cologne, photographs and plans of cable roads;
Felton & Guilleaume, Muhlheim, Germany, ropes for cable roads;
Street RaiUvav Review, Chicago.
The last interesting group is, special railways. Multiple Speed &
Traction Company, Chicago, double moving sidewalk.
The method of awarding is unique, but, we beheve,
generally satisfactory. The judges were all men of
experience, except in the street railway group, and the
absence of street railway men there, is entirely due to the
indifference of the exhibitors, to whom notice was duly
given both by Mr. Young and through the Street
Railway Review Daily Bulletin.
NEW PUBLICATIONS.
The Rice Machinery Company have just issued their Machinery
Bulletin No. 7, a copy of which all users of power are entitled to.
Electric Trucks and Spring Suspension is the subject of a neat
little eight page book distributed at the Milwaukee convention by the
Graham Equipment Company.
LippiNCOTT's Magazin'E FOR OCTOBER contains a pleasing tale of
Kentucky family life, bv Mary J Holmes, enLitleci "The Hepburn Line."
Other short stories are "Poor Yorick," by Robert N. Stephens, and the
"Pass'n's Grip/' by Rosewell Page, both illu-^trated.
The catalogue of the Chas. Munson Belting Company for this year is
not only a thing of beauty, but of educational value. It teaches the lay
reader something about the way first class belts are constructed, and
indirectly is a drawing card for Munson belting, by making him satisfied
with nothing but the best.
Aeronautics is the title of a new comer in the technical field The
publication of the papers of the International conference on Aerial
Navigation was entrusted to the American Engineer and Railroad Jour-
nal, which paper publishes Aeronautics as a supplement. It will con-
tinue the report of the congress for some -months.
Luxury on Wheels.
The C. H. & D. have purchased from the Pullman Company some
new compartment sleepers, claimed to be the finest cars in the world.
They are lighted by Pintsch gas, and have ten complete drawing rooms
in each car. Cars are arranged to have aii aisle through the center as
well as on the side, except when the occupant of one of the compart-
ments desires to retire, when, by closing the doors, a private drawing
room is provided. All the rooms contain double lower and upper berths,
gas chandelier, and lavatory. A description of one, with slight modifica-
tions as to color of decorations, will apply to all. The first room in the
series is square, and contains, besides upper and lower double berths, a
good sized upholstered square wicker chair, and a lavatory, with white
marble bowl, supplied with hot and cold water. Mahogany wainscoting
reaches to the height of the sills, and is followed to the ceiling by painted
woodwork, of pea green, stippled with gold. Beveled glass mirrors, in
beautiful green and gold frame-work, su|iplant the plush panel in places
convenient for the toilet. A sliding door connects this room with the
next, and so on in turn. Certainly, even tlie Alhambra of the Moors in
its day, was not more beautiful or more harmoniously decorated than
one of these cars.
They will be placed on the C H. & D. and the Monon, the "Electric"
route between Cincinnati and Chicago, the only line running vestibuled
lerpers and diners between these points. For rates, etc , address E. O.
McCormick, general passenger and ticket agent, "World's Fair Route,"
200 West Fourth street, Cincinnati, Ohio.
The Madras, India, tramway is to be pushed for-
ward as fast as possible. It is to be worked on the con-
duit system devised by T. Parker, of the Electric Con-
struction Company, of Wolverhampton, England. J. J.
Robbins, of the same company, has charge of the con-
struction of the line.
(^ked. ^^oikoy 5^e\/
<;57
THE BAKER HEATER.
A BELT OF STEEL AND COTTON.
H
the
OW to heat a car so that a positive circulation of
air maj' be obtained and yet economize room
is the subject of this article and the object of
inventive genius of William C. Baker, New York,
successor to the Baker Heater Company'.
The first premise of the Baker heater is that it shall
occupy the place of but one person, when placed through
the seat. This fulfills the economic idea. The constant
circulation of the heated air is attained in the manner
illustrated by the engraving. The cold air is drawn in
at the bottom of the cylindrical outer covering and dis-
charged heated at the top, warming the car quickly and
THE BAKER HEATER.
thoroughly by the most approved and scientific method.
This treatment maintains a cool surface for the outside of
the heater, heating the entire interior of the car and not
the unfortunate passenger next to the heater. The device
is but nine inches in diameter and weighs complete only
120 pounds. The fire pot is cast iron and the outer cas-
ing Russian iron. No bricks are used. A safe grate
and removable ash pan are features. The economy of
the heater is its strongest claim to attention as the manu-
facturer avers that it saves one-third the fuel used by other
methods.
The Second avenue road in New York has used it for
three years on 170 cars at, it is said, the expense of only
five cents per 24 hours for fuel.
Gas motors are being thoroughly tried at various
places in Switzerland, where small capital and poor facili-
ties for central stations require such methods.
IEATHER has long been the orthodox material
for belts used in heavy power transmission.
—^ Now, however, the bovine epidermis has a com-
petitor, in the form of iron and cotton. The Maddox
wire belt, recently put on the market by H. N. Green,
of 254 Fulton stree% New York, is shown in the accom-
panying engraving. The strength of this belt is derived
from cabled soft steel woven wires, on which the bearmg
surface of cotton is placed. The cables are laid length-
wise of the belt, about one-eighth of an inch apart.
Over these is woven the strong, tough cotton yarn, spun
especially for this belting, which completely covers the
cables and forms the bearing surface on the pulley. The
process of weaving causes the cables to become cor-
rugated in form.
The cotton is woven so tightly around the cables that
it makes the belt very strong, while being flexible. It is
cheaper in first cost than leather, and considering the
materials from which it is made, ought not to be affected
by oil and moisture as badly as leather. The cotton is
impregnated with a waterproof material. Of course it is
easy to make this belt as heavy and heavier than double
leather belting, and its strength, durability and cheapness
would seem to promise a ready sale. Another advantage
which is difficult to attain with leather is an absolute uni-
formity regardless of length, as it is possible to make a
belt of this kind a mile long, and have every foot exactly
the same as every other. It can be laced as well as
leather, an awl being used instead of a punch.
\/!;
Custer's Last Battlefield.
A visit to this spot, which is now a National Cemetery,
is e.xtremely interesting. Here, seventeen years ago,
General Custer and five companies of the
Seventh U. S. Cavalry, numbering over
200 officers and men, were cut to pieces by
/\^ the Sioux Indians and allied tribes under
y \ Sitting Bull. The battlefield, the valley of
the Little Big Horn, located some forty odd miles south
of Custer, Montana, a station on the Northern Pacific
Railroad, can Jje easily reached by stage. If you will
write Chas. F. Fee, St. Paul, Minnesota, inclosing four
cents in postage, he will send you a handsomely illus-
trated 100 page book, free of charge, in which you will
find a graphic account of the sad catastrophe which over-
took the brave Custer and his followers in the valley of
the Little Big Horn, in June, '76.
658
i^ticct j\ailw^ J^ylcv\/*
THE MORSE CAR MANUFACTURING
COMPANY.
THE C. D. Morse Car Manufacturing Company is
the new name of C. D. Morse & Company, of
Millbury, Mass. The concern was established in
1842 and has since grown to a car manufacturing plant of
considerable size and excellent facilities for turning out
work. They also give attention to snow plows, transfer
tables, sweepers and car wood work. The open car here
illustrated was built for the Worcester & Millbury Elec-
tric Railway Company. They call special attention to
the method of bracing the foot board at the ends. This
company is building cars for the Worcester, Leicester
& Spencer Railway Compauy of Worcester and the Nor-
folk Suburban Railway. They have also built a large
number of transfer tables of which seven are in the ser-
vice of the Union Railway Company of Providence, R. I.
President Morse, after whom the company is named is a
widely known and highly respected citizen and has for
MARRIED.
ON October 4, R. W. Rippetoe, president of the
Terre Haute, Ind., Street Railway Company,
and Mrs. Laura E. Smith, of Frankfort, Ind.,
were married at the latters residence, by the Rev. Mr.
Kessler, of the Lutheran church. J. W. Landrum and
Michael Burke, of the Terre Haute company', were pres-
ent at the wedding. The Review extends its congrat-
ulations, and wishes the couple a long and pleasant life-
trip.
LVNDS-PARTRIDGE.
The enterprising and successful young dealer in street
railway supplies, St. Louis, was married on Wednesday
evening, Oct. 11, at the Second Baptist Church, to Miss
Emma M. Lynds, of that city. The reception which
followed at the residence of the bride's parents, 3645 Fin-
ney avenue, was one of the notable society events of the
month. Mr. and Mrs. Partridge will be at home, Thurs-
A MORSE CAR COMPANY CAR.
many years been president of the First National Bank of
his city, where his financial and executive abilitj' are fully
recognized.
Chas. a. Schieren, of the Schieren Company', has
accepted the nomination for mayor on the republican
ticket for Brooklyn. He will take up the glove against
the present incumbent, Mayor Boody, and make a gal-
lant, and, we hope, successful fight.
days in December, at 514 North Spring avenue, and
have the very best wishes of an unusually large circle of
friends, with whom the Review joins in congratulations.
Geo. S. Whipp, member of the firm of Hartshone &
Whipp, with offices in the Havemeyer building. New
York city, is making a fine reputation as a street railway
builder. He has finished the Jersey City and Bayonne
Railway, eighteen miles in length. The line-is laid with
Pennsylvania girder, 90 pounds to the yard, on a sub-
stantially constructed road bed. Besides this business,
Mr. Whipp is selling agent for the J. W. Fowler Car
Company, in which line of work his large street railway
acquaintance, affability and knowledge of affairs, will
make him particularly successful.
HUME-NORTH UP.
On September 20, Sumner Waldo Hume, western
manager and vice-president of our esteemed contempo-
rary. Power, and Miss Millie M. Northup, of Brooklyn,
N. Y., were united in marriage at the Janes Methodist
Episcopal church at Brooklyn. A large company of
friends witnessed the ceremony, and a still larger circle
of business and social acquaintances of the groom wish
tlie pair all the happiness life is capable of bestowing.
T. he Review extends its congratulations.
She was an exceptionally stout woman and when she
loomed up in the door of the street car the men looked
out of the window as if they had not the remotest idea
that she was about. But a lank youth in the corner was
equal to the occasion and piped up shrilly, "I will be one
of four to get up and give that lady a seat."
EXHIBITS OF THE CONVENTION.
Continued from Page 6i8.
Co9
W.M. Sutton, hardly thought it necessary to send
special exhibit cars, as those of his make already in the
cit}- made a permanent exhibit in themselves. Mr. Sutton
has attended so many conventions he is entitled to mem-
bership in the old settler's club.
The John Stephenson Company, New York, made
no other exhibit than cars in daily service on Milwaukee
roads, and their veteran representative, D. W. Pugh,
without whom no convention would be complete. Presi-
dent Tackaberry was also present.
The Street Railway Re\-iew had a good-sized
space, and acknowledges the calls of several hundred
friends. It was represented by H. H. Windsor and C. L.
Snowden, of the editorial department, and F. S. Kenfield
and H. J. Kenfield, of the business department.
J. C. Boyd, the genial superintendent of the Jewett
Car Company, of Jewett, O., came to Milwaukee alone
to meet the brethren. He represents the Jewett business
as flourishing, with several big, orders notably from the
recently burned out Canton-Masselon, O., line.
which they sell to manj- street railway companies. Its
claims are that it is positively strong, will not work off,
and needs no washers. C. H. Hoffman was in charge.
Roberts Woven Wire Car Seat Company had a
small space devoted to the sanitary and comfortable
woven wire seat made by the Hartford Woven Wire
Mattress Company-, of Hartford, Conn., and superin-
tended by H. 'F. Evans, of St. Louis, the western agent.
The La.viokin Car Company, Philadelphia, made no
exhibit, on account of the nearness of their exhibit at the
World's Fair, and also having cars on the streets of Mil-
waukee. G. E. Pratt, general sales agent, was every-
where, and Superintendent Cochran was also in attend-
ance.
The W. T. C. Macallen Company was represented
by P. H. Carey, of Harrison & Carey, who was more
present than the Milwaukee small boy. His sermons
were principally on sheet mica circuit breakers and insu-
lated crossings, illustrated by practical examples in a neat
booth.
The Kennei.ly patent standard electrostatic volt-
meter was represented by J. W. Gladstone, manager of
the company, the Edison Manufacturing Company, of
New York. The price of the voltmeter is but $40. Its
durability and sensitiveness are its principal claims.
The Coi.iiMP,iA Street Car Heater was exhibited
bj- A. CoUiander, of 122 North Sangamon street, Chi-
cago. It attracted the undivided attention of a large
number of practical street railway men. The stove
shown was neat in construction and general make-up.
The Rochester Car Wheei, Company, of Roches-
ter, N. Y., had a full collection of motor and car wheels
in a centrally placed space. Eldridge Baker, of Roches-
ter, was accompanist and well preached the gospel of
good wheels. Manager F. D. Russell was also present.
The Johnson Company, Johnstown, Pa., had a display
of some of their universally known crossing, frog and
switch work. Messrs. Littlefield and Evans, of the Chi-
cago office, and Major Evans, of the New York office,
and Vice-President Coolidge, of Johnstown, were present.
The National Elastic Nut Company, of Milwau-
kee, had a complete exhibit of bolt.s and elastic steel nuts
The Cummings & Engleman Conduit Company, of
Detroit, showed their underground conduits for long dis-
tance transmission of power. The company owns the
Ifnited States rights of the Cummings patents. E. M.
Engleman, secretary' and treasurer, accompanied the
exhibit.
The Street Railway Tubular Journal & Axle
Company, of Cedar Rapids, la., represented by J. M.
May, had a device' for lessening the severe blows and
concussion of wiieels against rails on curves. It is highly
recommended b}- the Cedar Rapids Street Railway
superintendent.
The Jdnks Car Company, Troy, was represented by
J. M. Jones, Sr., and J. M. Jones, Jr., both of whom are
well known to a large contingent of street railway men
found their time fully occupied in meeting old friends and
making new ones. Their exhibit was cars in regular
service in the city.
The Cudahy Lubricating Co.mp.\nv had a full line
of grease for trucks, bearings and curves, in charge of
which was H. W. Kent, general manager, who is a
splendid man, and an authority on grease. The}' have
been doing a big business, and will work more and more
into street railway work.
660
(^l^^5\aiKv2iy-li\^^
The United States Projectile Company, of Brook-
lyn, N. Y., in charge of A. T. Porter, manager, showed
their patent hot pressed motor pinions, claiming tough-
ness and durability, wearing qualities and cheapness.
Mr. Porter was highl}' successful in interesting manufac-
turers and railway men in his specialties.
The Barney & SiMiTH Car Company, of Dayton, O.,
whose latest venture is in the building of cable, electric
and horse cars, was represented at the convention by A.
M. Kittredge, the superintendent. The B. & S. Com-
pany is so well known in their railway business that fur-
ther remarks on their prospects ai e needless.
The R. D. Niittall Company, of Allegheny, had a
line exhibit and a neat booth. They were represented by
Manager Davidson, of the Chicago office, who found his
hands full with the admirers of the Nuttall goods, and of
enquirers. All the Nuttall specialties were shown, and
comment elicited was of the most favorable character.
The Wadhams Oil & Grease Company, of Mil-
waukee, had a fine showing of their various lubricants
for use in street railway plants. Their graphite curve
The Link Belt Machinery Company, of Chicago,
sent their S. B Peck, consulting engineer, and a big
Ewart clutch, showing the rope transmission ideas of the
link belt people. The Ewart clutch was the subject of
much favorable comment and the consulting engineer had
his time pretty well taken up with the numerous ques-
tions asked by the visitors.
The Western Electric Company was well repre-
sented by H. C. Eddy, of Chicago. Mr. Eddy had
gathered a good representation of weather proof magnet
wire, lamp cord and samples of Patterson cable. All
these are of the Western Electric Company. The display,
although not large, was well remarked by visitors and
Mr. Eddy did the company credit as host.
The St. Louis Register Company had a stand devoted
to that specialty, over which Secretary Wickham presided.
If anyone wished to see more registers of the St. Louis
type all that was required was to jump on a Hinsey line
or Pfister line car. The fares rang up bj* the visitors,
although numerous, did not exhaust the St. Louis regis-
ter nor the temper of Mr. Wickham.
grease was particularly borne upon. A colored youth in
uniform dealt out interesting reading matter to visitors, and
members of the firm were always present and pleasant.
Even the Standard Oil Company was there with a
full line of lubricants made from petroleum and in charge
of A. J. Capron, of the Milwaukee office. Twenty
samples were shown, particularly the Capital cylinder
and the Renown engine oil. A big chunk of paraffine
gave everybody a chance to chew real natural chewing
gum.
The Paige Iron Works, of Chicago, brought a full
line of girders and T street rail and specimens of specia'
crossing, switch and curve work. The exhibit was one
of the largest in the building and ably represented bj-
Edgar D Nethercut, consulting engineer, A. W. Paige,
president, and G. F. Starkweather, manager of the com-
pany.
The Bass Foundry & Machine Company, of Fort
Wayne, Ind., by some blunder of the railroads, failed to
receive a large exhibit of cushioned car wheels and chilled
cast iron wheels. J. L. White, the secretary of the com-
pany, was present, however, and circulated freely among
the visitors. He was one of the most popular supply men
present. P. F. Leach of Chicago arrived Thursday.
Chas. L. Bowler, of Sawyer, Manning & Company,
New York, had a fine line of samples of their woolens,
manufactured expressly for street car uniforms. They
attracted much attention, and several managers who
contemplate uniforming their men, availed themselves of
Mr. Bowler's long years of experience in manufacturing
uniforms to become fully posted on the subject.
Garon Meyers showed thirt}- standard car heaters,
neatly arranged en banque, to illustrate their popularity,
their elegance of finish and that peculiar property of "not
cutting the car seat." The Standard Railway Supply
Company's exhibit was one of the neatest shown. Mr.
Myers' agreeable presence and the fine catalog distri-
buted, helped proclaim the excellence of Standard stoves.
The Brownell Car Company, St. Louis, did not
bring cars to Milwaukee to exhibit, although they have
on previous occasions brought cars there, which have
remained and are in daily service. They gave out invita-
tions to all to visit their splendidly decorated car at the
World's Fair, the most elaborate ever made, and Presi-
dent Brownell and W. B. Allen spent the time in meeting
acquaintances.
The Keystone Chemical Company, of No. ii West
Lake street, Chicago, showed in a number of bottles
(^t{€cty\cuWxi^5^VlW'
r.fii
awful examples of feed water, together with some verj'
hard looking specimens of boiler scale. The Keystone
people have a resolvent for these ills in the sodium tri-
phosphate, a simple chemical which purifies the water and
obviates scale and boiler deterioration. Prices and meth-
ods were quoted.
The Meaker Manufacturing Companv, of Chicago,
came, of course, and as it wouldn't seem like convention
otherwise, John W. Meaker came with the full line of
registers which proclaimed with their bells, bells, bells,
that the Meaker Companj' could not stay away from a
gathering of men that would miss both man and manu-
facture. Nothing would be more conspicuous than its
absence, and the register is just as good as ever.
The International Electric Comi'anv, of No. 279
Fourth avenue, Detroit, has an electric heater that is a
promising affair. It is a horizontal, open coil type, built
for 500 volts. A. S. Hatch, secretarj', was in charge
and said of a large number made not one was burnt out.
The heater is ij4 amperes capacity, but for regular use
is made for i ampere, using 4 in the car. Mr. Hatch is
in the general supply business and is a practical man.
Electric, having his duties in the Chicago supply depart-
ment.
The Taylor Electric Truck Company, of Troy, was
on the floor with two elegantly constructed trucks of the
Taylor types, both the Ta3'lor improved steel truck and
the new Empire State were represented. The Taylor
improved is too well known to require description and the
Empire State is described upon another page of this issue.
John Taylor, the designer of the trucks, was in charge, and
abh' showed the advantages of his goods to many newly
acquired friends.
The Mosher Eeectric Company, of Chicago, gave
light to all people under the gallery, having a ten-lamp
circuit of their arc lights, taking current from the railway
feeders. The Review was lighted by one of these lamps,
and can testify that the brilliancy, steadiness and quiet-
ness of action of the Mosher lamp makes it a most effi-
cient and pleasant lamp. The candle power varied but
slightl}' and the brilliance of the light was une.xcelled.
J. A. Sheriffs accompanied the e.xhibit.
JoNE.s & Laughlin.s, Limited, of Pittsburg, had an
The Davis Car Shade Company, of Portland, Me.,
is well represented by C. M. Fuller, a salesman for the
company. The concern shows six patterns of shades,
one a curtain for open cars. All are elegantly made and
finished with improved holding devices. All goods are
made with or without the patent attachment for holding
at any desired position. Signal flags are manufactured
by the Davis people also. A neat circular was distributed.
The Baltimore Car Wheel Company, of Balti-
more, Md., brought the elegant truck. Lord Baltimore,
No. 2, gaining for it a prominent place and many compli-
ments. This truck was one of the handsomest pieces of
work ever exhibited at any convention and was the cyno-
sure of all eyes. J. Paul Baker and John S. Pugh repre-
sented the company's interest, each in his own happ}-
manner. We illustrate the truck elsewhere in this issue.
H. W. Wrllkr, general manager of the United
Columbian Electric Company, of New York City was a
convention visitor. The company will soon market the
Winkler twin motor, which will attract considerable
attention. Mr. Waller was one of the first electricians in
the railway field, being an early Sprague expert, then
with the old Edision General, and finally with the General
exhibit that even the Milwaukee small boy could not run
off with. It consisted of a dozen highly polished cold
rolled steel a.xles of special strength. They were hand-
some specimens of the rolling mill product and base their
claims of excellence on their special strength and stiff-
ness. R. Gerry was their gentlemanly representative
and distributor of their handy little multum in parvo for
engineers and mechanics — a most acceptable souvenir.
The Superior Machine Company, of Cleveland, O.,
makes a specialty of gears and pinions, and to prove this
assertion sent a fine line to the convention, comprising
gears for Edison No. 6, Westinghouse No. 3, together
with step tooth gear and pinion for Edison No. 6, and a
special clamp gear. The devices are beautifully finished
and claim the best of results for wear and cheapness.
The president and treasurer of the company, F. H. Bult-
man, accompanied the exhibit and made many friends.
The Jewel Belting Company did not have a large
space, but what was there was weight}-. A 48-inch belt,
capable of transmitting 600-horse-power, for railway pur-
poses, flanked by a pile of smaller belts, completed the
display, excepting Chas. E. Newton, the affable secretarj'
of the company, from Hartford, Conn,, and E. P. Ben-
662
'(^filwd'J^^J^Ja^u^^
nett, Milwaukee agent. These two made a strong team,
and did good missionary' work. A beautiful little Rus-
sia-calf bill-folder pocket book was the acceptable Jewell
souvenir.
The American Architectural Iron & Brass
Works, of Chicago, displaj'ed a newly patented trolley
wheel, called the Robinson. J. W. Scott was in charge.
The Robinson wheel is in three independent parts on one
axle, of which only the center wears. "This can be
replaced at a small cost," said Mr. Scott, "and the whole
wheel is strongly and durably made." They are now
used on the South Chicago City Railway, Grand Rapids
Street Railway and on the St. Louis electric roads.
The International Fare Register Company, of
Chicago, had a nice exhibit of the two registers of the
International type and the Pratt portable. They were
the center of an interested crowd, and the sharp and clear
ring of the bell was kept up all day, ringing up fares
enough to make most street railways independently rich.
The representatives present were A. H. Englund, the
capable secretary and manager, and O. Gronquist, sales-
space in the south of the exhibit room. The Wall gongs
sweet tones were heard constantly throughout the daj',
and the portly form of Mr. Wall was seen wherever the
bell was not heard. It was one of the most attractive
exhibits on the floor, and deserved the universal attention
accorded it. A collection of oil cans was also shown, but
the beautiful gongs were the lions of the occasion.
The Charles A. Schieren Companv, of New York,
Boston, Providence and Chicago, had a nice little space
devoted to the perforated electric belts for street railway
and electric light stations. Although not a large display,
the Schieren exhibit was comprehensive. A stock of
round belt street railway bell cord was also shown, and
attracted no little attention. R. W. Grant was the able
representative, and his close attention to business enabled
him to meet many street railway men to whom he intro-
duced the merits of the Schieren belt, if introduction was
necessary.
Folding Gates. Firmly fastened to a post, the Wil-
liam R. Pitt, Composite Iron Works, of New York City,
had a showing of their patent folding gates for street rail-
man of the company. The registers made a most favor-
able impression.
The Eureka Tempered Copper Company, of North
East, Pa., came northwest with John R. Coffman. Mr.
Coffman had a neat booth in which were cummutator bars,
soldering coppers, brush holders and copper for all pur-
poses of the street railway electrician. The new Eureka
water-proof wire, made its debut and was well received.
It is a special process and well made. No further details
are necessary as to the fact that every street railway man
knew Eureka was present. Thej- all '• found it " and the
genial Mr. Coffman.
American Roller Street Rail Company, of Des
Moines, Iowa, came in the person of J. G. Jordan, who
installed a roller street rail for curves. By this device a
short radius curve may be passed with ease, and Mr.
Jordan says: "We will save enough on curve grease and
labor to put in the sj'stem on most of the roads. Its
principle is that of a roller on the inside edge of a girder
rail curve on to which the car wheels run, saving the
punch, wrench, grind and squeak." Mr. Jordan has
received high testimonials from practical men.
The p. Wall Manufacturing & Supply Company,
of Allegheny, Pa., was there, in charge of P. Wall,
whose hundreds of friends thronged the prettily arranged
wa\' car platforms. They are made for every variety of
cable, electric and horse cars, as well as for railroad cars,
banks, depots, elevators and store entrances. They are
light strung and easily managed, as well as sightly and
elegant. They are made in all sizes, and of various
materials. Those shown are of iron and steel. The
company also makes feeding guards and railings for all
kinds of street cars.
Peckham's people peregrinated perpetuallj-, preach-
ing Peckham's particular productions; passing parties
into parlor C of the Pfister and doing the honors gener-
ally. Six trucks that should have been present did not
arrive, so that a single specimen of the well known 6 A,
which is sold to the Milwaukee Street Railway, did duty
on the exhibit floor. The space was appropriately dec-
orated with flowers. Edward Peckham, Philadelphia, E.
P. Vogle, A. W. Field and P. S. Bemis did the mission-
ary work, while President Peckham conducted the cam-
paign in person.
The McGuire Manufacturing Company, without
which no convention would be complete, was there in
force. President Wm. McGuire graced the occasion,
accompanied by Vice-president W. J. Cooke, M. G. Hub-
bard, engineer, and J. A. Hanna, the genial salesman.
The exhibit in the hall consisted of a new adjustable
traction truck, with General Electric 800 motors in the
(^ftiQjd^if{aAM/jay
(}f)3
G. E. exhibit. On the Milwaukee roads, however, the
principal exhibit was shown, as 200 McGuires are used
there, and properly ticketed in big letters. The head-
quarters were at the Plankinton.
The Fitzgerald & Van Dorn Company, of Lincoln
Neb., in charge of W. T. Van Dorn, general manager.
Here was shown the new Van Dorn car coupler for street
railwa\- and elevated cars. The coupler is a simple,
durable and effective arrangement, and has met with
great success in the short time it has been upon the
market. Three types of couplers were shown, two for
street railways and one for elevated cars as used upon
the Intramural Railway at the World's Columbian Expo-
sition. Three hundred of the couplers are in use on the
Milwaukee Street Railway, besides a number in Balti-
more.
Hale & Kilburn brought out a line of car seats, both
in rattan and plush. The patented seats of rattan,
cemented to canvass, made quite a hit. They are such
as have been used for so many years in the Manhattan
Elevated Railway, of New York. Any cover may be
used and the seat is equally comfortable, cleanly and
rounded by an interested crowd of street railway men
who had a thousand complimentary remarks to pass and
as many questions to ask. The company was repre-
sented bj' Manager P. M. Kling, of St. Louis, whose
hearty manner and good cars have gained him a Irrm
place in the affections of so many street railway men.
The Keller Printing Company, of New York
City, prints tickets, tranfer tickets and ferry tickets, and
makes special dating machines. The railway depart-
ment is presided over by J. F. Bushe, an ex-newspaper
man and a royally good fellow. The Keller Company
prints tickets for the Atlantic avenue and Second avenue
railroad companies of Brooklyn and New York. Con-
secutive numbering and perfect perforating are special-
ties of the Keller print. The dating machine is sent on
thirty day's trial and enables each manager to number
and date his own tickets. Mr. Bushe made many friends,
and the Keller Printing Company was thoroughly adver-
tised.
The Burrows Car Shade Company, of Portland,
Me., was represented by John W. Baker, who explained
the merits of the Burrows shade with good effect 'and
efficient. John S. Lindsey was in charge for the Phila-
delphia office. Circulars were distributed giving a short
list of the varieties of seats and the salient features of
each kind. As the Chicago office was busy at the
World's Fair, Mr. Canman was not present, except in
spirit.
Thi-; Railway Equipment Company, of Chicago, as
usual, had a tine parlor at the Plankinton, and an inter-
esting e.xhibit of the well known Type G material.
Samples were also shown of the new rail bond spring
bushing, and this latest device proved a great attraction
to all delegates. Electrical engineers and other practical
men in the business pronounced it the most perfect elec-
trical connection possible, and large orders were taken.
General Manager Mason, C. M. Corpening, and G. H.
Van Voorhis were in attendance. Apollinaris water
flowed like champagne, and many toasts were drunk to
the continued success of this popular company.
The St. Louis Car Company had besides '-those cars
on the Milwaukee track," two elegant cars in front of the
Exposition building, furnished and decorated, and even
then en route for Wilmington and eastern roads. The
cars were magnificent specimens of the car builder's art
and equipped complete. They were constantly sur-
patience. The claims made by the Burrows shade are
that it is easy to operate, never sticks, cannot rattle, no
delicate points are used and that there are no balances.
It always hangs straight. A new open car curtain of the
Burrows make is lined with pantasote, which is perfectly
water proof and cannot stick or become clammy. The
mechanism must be seen to be appreciated. It is in use
on a number of street and steam railways. Mr. Baker
made a very favorable impression on the trade, to which
he sells it at retail.
R. A. C'rawford Manufacturing Comi'any, of
Pittsburg, Pa., had an attractive showing of the auto-
matic wheel guard and pick-up fender, adapted to all
street traction cars. Two patent automatic wheel guards
were shown, in two positions, viz., normal, and passing
an immovable obstruction. Two designs of the patent
automatic pick-up fenders were also displayed. The
Crawford Company is now equipping 1,800 cars of the
Philadelphia Traction Company, with the wheel guard,
and the entire equipment of the Pittsburg roads will
probably be with the Crawford guard. Both President
R. A. Crawford and Treasurer S. D. Warncastle, of this
company, were in attendance.
The Curtis Elecxric Company, of Jersey Cit\-, New
(364
(^txcijtl?^aiW<iv5^viev/
Jersey, was represented by Charles G. Curtis, D. D.
Book and J. A. Mclntyre. Their exhibit, consisting of
two 25-horse-power "box" motors mounted on a truck,
was constantly surrounded by an interested crowd of
street railway men, and the gentlemen in charge were
kept busy answering questions and showing advantages.
The weight of the motor was but 2,200 pounds, and the
controlling apparatus efficient and strong. Platform con-
trollers, both of the pLiin mutiple arc and of series mul-
tiple type were shown, together with the ordinary rheostat
and switch combined. It is stating the matter mildly to
say, that the Curtis made a favorable impression on the
visitors.
The Charles Munson Belting Company, of Chi-
cago, had a fine exhibit near the Street Railway
Review headquarters. It was ably attended by Harvey
E. Skinner, of Chicago, who also did the honors for the
(Jroetzinger gears. A big 80 inch driving belt, sur-
rounded by a happy family of smaller belts, ranging from
10 to 30 inches. A roll of the new Munson round leather
bell cord attracted much attention and favorable comment.
The gears of Groetzinger, for all systems, received much
attention. The whole exhibit was neatly arranged, and
many hundreds of visitors carried awaj- mementoes of
the occasion, a leather medal or a neat little gear of der-
maglutine. Col. J. H. Shay and Will Groetzinger were
also present.
The New Ha\en Register Company, of New
Haven, Conn., had a full line of their fare registers in a
prominent position and well represented by F. Coleman
Boyd, vice president and general manager, well known
to the trade, and by A. N. Loper, salesagent. The reg-
isters were in the bronze and nickel finish and were pro-
nounced excellent by the visiting delegates. Four regis-
ters were shown, and the constant, sharp and positive
jingle of the bells was heard all over the hall. The trip
numbering service was commented upon in terms of
highest praise b}' everyone, including a few visiting con-
ductors, who decided that "the durn thing couldn't be
beat." New Haven may be proud of its safe and com-
pact fare accountant.
The De Witt Com.mon Sense Sand Box, of Lan-
singburgh, N. Y., was found in charge of the general
manager, E. F. De Witt. The box was shown in two
styles, both operative. It is a reliable method and has
commended itself to the extent of large orders to the
Broadway Cable, of New York; the West End, of Bos-
ton: the Jersey City & Bergen; the Steinway Electric,
of Long Island; and the Troy City, New York. Both
dry and damp sand were used, and latter was also filled
with gravel and hard packed. The box, however, by
use of its knives delivered it in a perfect flow to the track
beneatli. The hopper holds a bushel of sand and the
flow is positively regulated by means of simple locks. It
is worth\- of careful investigation.
A. C. Vosburg, secretary of the company, and a display
of rawhide pinions for the various types of motors. Mr.
Vosburg is the author of a full collection of funny stories
and a poem of much poetic merit concerning the new
process. This latter we hope to produce at some future
date; ad interim, we are compelled to refer the anxious
reader to John Meaker who holds the original and who
guards it with jealous care. Mr. Meaker and Mr. Vos-
burg were school boys together, otherwise Mr. Meaker
would not have been entrusted with the treasure. T. W.
Meachem, the president of the New Process Company,
was also at the convention, meeting manj' old and mak-
ing many new friends.
Washburn & Moen, of all over the United States,
and especially of New York and Chicago, had a magni-
ficent exhibit of wires for street railway work. Among
the goods displayed was a case of insulated and bare
wires, of all sizes and degrees of insulation and naked-
ness. These general samples were flanked by a section
of cable and a portion of track, bonded with the Chicago
rail bond; a spool of soft drawn tinned magnet wire; a
galvanized strand for suspending trolley wires; a 37-
strand 0000 B. & S. gage cable; weather proof 00 feed-
wire; solid o trolley, of extra high conductivity, and a
spool of 1 14 inch railway cable. Salamander wire was
displayed, and literature on the subject distributed. Geo.
S. Whyte, of the Chicago office, and F. W. Pullen, of
the company were the representatives.
Lewis & Fowler, of Brooklyn and the L. & F. Rail
Company, had representatives in the persons of Messrs.
L. E. Roberts, H. C. Simpson, T. A. Morrell, C. S. Mead,
T. Driscoll and G. W. Meyers. A fine exhibit of
small specialities failed to arrive, and the delegation
depended upon the big exhibit afforded by the Milwaukee
Street Railway of the Lewis & Fowler goods. A big
Lewis & Fowler snow sweeper in front of the Exposition
building was the center of much interest, which, together
with a section of Lewis & Fowler girder, track and
switch work on the Exposition floor, completed the show-
ing. The Lewis & Fowler lamps, head lights, snow
sweepers, gongs, grab handles, car furnishings, track and
switch specialties scattered all over Milwaukee and the
West, formed as complete and worthy exhibit as any man
could wish to see. The time-honored and royal enter-
ainment of Lewis & Fowler was fully maintained.
The New Process Rawhide Co.mi'Anv, of Syracuse
N. Y., was represented bj' the genial, original and hearty
Wm. Wharton Jr. & Company, of Philadelphia, came
also. A. W. Slee, of St. Louis, brought their latest
specialty, the automatic derailing switch, for danger
points. This is simply a check on conductors, at grade
crossings and elsewhere, compelling the employe to dis-
mount from his car and turn a rod, before crossing a steam
road or any other dangerous point. It is an absolutely
certain factor,and in view of the late alarming proportion
of grade accidents, ought to find favor in the eyes of the
careful manager. The operating mechanism is very simple
and durable, no changes of weather affecting its action,
and the switch may be operated either on a single or double
(^ftMArj^aAWivf)^^
665
track road, and is not disturbed by other crossvvaj's, frogs
or switches. Mr. Slee was particularly zealous, and in
displaying his life saver, set many managers to thinking
on the subject.
The J. G. Brill Company, of Philadelphia, had one
of the most extensive exhibits of the occasion, and was
well represented by J. A. Brill, Samuel M. Curwen, Pay-
son K. Andrews, F. C. Randall, W. H. Heulings and
Walter S. Adams. A double decked i8-foot car, West-
inghouse, mounted on a Brill truck. No. 21, was a run-
ning exhibit on the Milwaukee track. Besides this, in
the building was a double, 22-foot car body truck, a
Eureka maximum traction truck, specimens of Nos. 21
and 22 trucks, a display of solid forged frames, of both
single and double; a vestibuled car end, showing new
ratchet brake handle; a snow sweeper for three motors,
two to drive and one to sweep; and various other smaller
details of the well built and well known trucks of the
Brill persuasion. The Brill headquarters were at the
Pfister and the Plankington. The double truck was sold
to the Milwaukee Street Railwav.
The Time Transfer Printer, of Pittsburg, Pa., had
a fine specimen of the time transfer printer, which takes
its principal claim for its saving of time; it also econo-
mizes in dispensing with a transfer man, where such
official is required. The printer is positive in action,
simple in use and construction, and cheap in price.
Although but lately put upon the market, it has been
adopted by several roads notably, the Pittsburg &
Duquesne Traction Company, of Pittsburg, who saj's
that it obviates the two evils of stopping to deliver trans-
fers and of allowing employes to handle transfers. The
printer was constantly surrounded by an admiring crowd
of street railway men. The printing on the transfer
tickets is plain and legible, and the time limit is marked
within five minutes. The conductor has little to do with
the printer, and with the exception of moving a lever or
two the entire work may be done at the car barn. The
printer is entirely automatic.
The Mica Insulator Company, of 218 Water street,
New York, had an elegantly arranged and handsomely
executed exhibit of their new micanite insulation. Above
the exhibit, a headlight made of micanite, perfectly trans-
lucent, showed three incandescent lights. Upon the mica-
nite plate was displayed the sign and superscription of the
company. The exhibit was complete throughout, and
the lightness, elegance and strength of the insulation was
highly praised. The plates of micanite, three feet square,
shown, and the hardness of the material was astonishing.
The plates rang like metal when struck. The displa}-
consisted of commutator segments, armature trough
tubes, taper rings, insulation for armatures, micanite cloth,
spools and paint, in fact, insulation for everything that
should be insulated. C. W. Jefferson, the manager and
originator of the rriaterial was present and courteously
received his many visitors. A neat souvenir was dis-
pensed, consisting of a micanite segment and card.
Garton-Daniels Exhibit. Posted on a gallerj' sup-
port, and supported on all sides by W. R. Garton, the
Garton Lightning Arrester had a large crowd, from the
beginning until the end of the session. The arrester has
been too often described to need an}' very lengthy
explanation, but sufficient to say that everj'one knew
about it beforehand, and awaited patiently for its regular
trial, which occurred at intervals. The arrester was con-
nected up to the circuit, and after introducing a little foil
to make the connection, a switch was opened, and a
blinding flash showed how the station was saved, and the
arrester ready for a new discharge. A pretty folder,
accurately illustrated in every detail, was distributed by
the Garton-Daniels Electric Company, of Keokuk, Iowa,
showing the advantage of the station protection afforded
by the arrester, which, like a revolver, is "not needed
very often, but when needed, needed pretty badly." The
visiting street railway men were highly interested in the
device.
The Graham Equipment Company, of Boston, was
there also, with a "Dividend Earner," showing the manner
of trussing up a 30-foot car body on one end. The truck
was tastily painted in black, with white tires, and lettered
on the pedestals in white. The pretty little booklet on
•'Electric Trucks and Spring Suspension," was in great
demand. It was one of the neatest pieces of circular
advertising given in the building. Economic research in
the line of saving tracks, rail joints, and switches was
thoroughly expounded, both by J. H.Graham and the
distributed literature. G. S. A. Graham, being the father
of J. H. Graham, is consequently grandfather of the truck,
and a healthier child, with prospects of a longer life and
larger fields of usefulness, would be hard to find. Mr.
Graham, senior, is representing the well-known Lappin
brake shoe, the durability and reliability of which is
assured by the connection of Mr. Graham with it. Both
the Messrs. Graham are pleasant and intelligent gentle-
men, to meet whom is a pleasure and profit. They made
many supporters and friends during the few days of the
convention.
The Taunton Locomotive & Manufacturing
Company, of Taunton, Mass., had a street railway
specialty that attracted no little attention. It is a model
of the Round's flush transfer table, nicely executed and
showing the salient features, namely, that the table is
carried low, being suspended from the axles of the table
truck : that no slots or pits are necessary and that the car
is run onto the table on skids, which automatically rise
after the car has passed onto the table, thus preventing
an engagement with the cross tracks. There are but
five inches of space from the floor to the top of the table.
This table does not interfere with the running of cars out
of the barn on ordinary track, as no pits or slots are
necessary, and its lowness and strength admits of its use
for snow plows or other large equipment. Dust proof
roller bearings, running in oil, give ease of management
which, together with a patent propelling device, enables
one man to move any equipment. The whole affair is
r.6G
(^tjwd/J^^iAs^u^^/^^
strongly built and serviceable. The company also makes
a snow plow, run by gear, which has several important
claims for excellence. The plow requires but three men
to operate it and the Union Railwaj' Company, of Provi-
dence, R. I., has had it in successful operation through
several severe tests.
The Centr.\l Electric Heating Comi-any, of Nos.
26 and 28 Courtlandt street. New York, had a large
space devoted to a practical illustration of their method of
car heating. The Central Company is represented in the
western and middle States by George Cutter, he well
known of the Rookery, under the caption of the West-
ern Electric Heating Company. The system advocated
is the American system, and is the consolidation of sev-
eral important heating systems. The company is a strong
one, and the heater is a neat device, 26 inches long, 2
inches wide, made of cast iron, and weighing but 25
pounds. A regulating switch is in use. Three sets of
car heaters are shown in circuit, with volt meters and
ammeters attached. The ammeters showed from three
to four amperes and the circuit was of 500 volts. " One
hundred roads are now equipped with this heater," said
Edward B. Wyman, the manager of the railway depart-
ment, who is in charge. "Among the list may be men-
tioned the Cincinnati, Newport and Covington Street
Railways, the Atlantic Avenue Street Railway, of Boston
the Newtown & Brooklyn Cit}', and others. We expect
to make a vigorous canvass and have a first-class article
to introduce. We think our western manager, Mr. Cut-
ter, is the best man in the west in electrical circles."
The Fui.ton Foundry Company, of Cleveland, Ohio,
had perhaps the most varied display in the building, bring-
ing a full line of their specialties under charge of W. E.
Haycox, manager of the railwaj' department from Cleve-
land. The new truck "Imperial," using the Robinson
radial draw bar, provided with a safety fender and
eqipped with the Lyons patent brush holder, had a promi-
nent place in the space. The Troy sand box was also
shov\'n, and its claims of reliability and quick action.
The Imperial has a steel casting for the main frame and
equipped with patent double tread wheels. A steady pin
prevents oscillation. It was designed by W. E. Haycock.
The Cleveland motor-lift, capable of raising a load of
4,000 pounds, operates by one man. One of the neatest
devices shown was the combined car-step and gate, which
must be seen to be appreciated. It is automatic, easy and
perfectly safe. The Cleveland ticket destroying machine
is a new device for which there has been long and imper-
ative call. The office stove is not safe, and the office boy,
unfortunatelv, not always honest. The destroyer is abso-
lutely safe, honest and effective. It can destroy 2,000
tickets a minute, reducing them to an unrecognizable
pulp. No more stolen tickets find circulation where this
machine is used. A neat display of pressed steel over-
head switches, turnouts and crossovers complete the list.
The exhibit was constantly surrounded by an interested
crowd.
The Consolidated Car Heating Company came
from its Albany, N. Y., home, bringing an interesting
display, located in the west half of the main floor to the
rear of the Curtis Manufacturing Company. The
exhibit was comprehensive, showing the section of a
car with seats and heater in position, wired and giving
out caloric comfort when the building was cold and
chilly. On a table in front of the car seat was laid
a set of heaters intended for car No. 200, the elegant
special car of the Milwaukee Street Railway, to which
we have previously referred. Here also were shown
sections of the heater, giving to the uninitiated an
idea of the transferance of power into heat. Beside the
heater display was another table containing the new reg-
ulating switch, the office of which is to regulate the
amount of current determined upon by the conductor of
the car as sufficient for the heating of the car. It is
simple and effective. Near the car heating display' was
also an office heater, looking verj' much like an oil stove
and about two feet high. This latter requires 31^
amperes, can be run from a railway circuit, and is cap-
able of heating comfortably a room 15 feet square with a
12 foot ceiling. Among late orders of the Consolidated
heater may be mentioned a number for the Chicago &
North Shore Electric and the Calumet Electric of Chi-
cago. J. F. McEIroy, consulting engineer of Alban}',
H. H. Ransom, of Albany, and H. M. Perry, general
western manager of Chicago, were in attendance.
The H. W.Johns Company, of New York, Philadel-
phia, Chicago, Boston and Atlanta, had one of the most
attractive booths, prominently located at the north end.
Within the bunting covered space was found a full exhibit
of trolley fine insulating material in moulded mica, of the
H. W. Johns' Company design. A particular stress was
laid upon the giant strain insulator, of which the company-
is justly proud. It stood the stress too, and as for phy-
sical strain, its breaking is recorded at 6,500 pounds.
This, it is needless to observe, leaves ample margin for
any possible contingency. This was the first complete
exhibition of the perfected giant, which is insulated with
sheet and moulded mica. It attracts great attention and
favorable comment, and will find a ready demand, being
specially suited for span wires and anchors. Samples of
asbestos mill board and sheating, for fireproofing and
sheathing electrical apparatus, was shown. Seven pieces
of moulded vulcabeston insulators were shown, adapted
for parts of electric car controllers, brush holders,
brushing spools for field magnets, and other smaller
specialties were abundantly present. Upon this the H.
W. Johns Company received awards at the World's Fair.
The exhibit was well attended by W. F. D. Crane, of
New York; H. O, Reeves, of Chicago; and J. W.
Perry, of the Philadelphia office, with E. B, Hatch, of
the Johns-Pratt Company, of Hartford, Conn.
The Charle.s Scott Spring Company, of Philadel-
phia, had one of the prettiest exhibits in the building.
Its prominent position, and the original and unique decor-
(^ticd/l^(ailw2iy-5^e\^
667
ations made it the objective point of every visitor. It is
needless to say, that on the display tables were shown
the fine products that give the Scott goods the reputation
they have always borne. Brush holders, springs for all
types and makes of motors, trolley springs and elliptics
for the Dorner & Dutton, Robinson, Brill, Fulton Foun-
dry, and other elliptic spring using trucks were found
tastefully grouped. The whole space was a general
" spring opening." Blue prints of the larger goods and
of those shown were displayed, giving dimensions and
general information on the subject of the springs, the
resilience, strength, and graceful figure of which have
given them a reputation second to none. A beautiful
souvenir, in the form of a Russia-calf covered note book,
a gilt edged and elegantly made affair, was given to
visitors, containing no printing except the simple last page
announcement, that the Charles Scott Spring Company
stands ready to make any special spring from sample or
sketch, and that their unusually large facilities enable
them to produce the largest or heaviest articles, both for
extension and compression. Harry C. Johnson, of the
Philadelphia office, accompanied Charles Scott, Jr., to
the convention.
The General Electric Compa.w, as usual, had a
magnificent display, and did the honors of the great cor-
poration gracefully and efficienUy. Besides the entire
first floor of the Pfister, occupied by the representatives
of the company, a fine display occupied the most promi-
nent part of the Exposition floor. Here were placed a
McGuire truck, mounted with two G. E. 800 motors, the
famous type K controller, with interlocking features, and
a fine line of overhead wire material, of the General
Electric type. A magnificent 500-kilowatt black slate
switch board panel, fully equipped, finished the list. In
operation, there were all the cars in Milwaukee, equipped
with Edison and Thomson-Houston apparatus, and the
plant of the system, described last month. A Lewis &
Fowler snow sweeper, with General Electric motors and
controlling apparatus, was in the list of operative exhibits.
Of course, the literature dispensed was of the most ele-
gant typographical neatness, a joy to a printer man's
heart, with engravings and tinted pages. The " Spin
with the G. E. 800," was particularly good. An accept-
able feature of the banquet evening was the dispensing
of immense quantities of lovely pinks and roses, by Mr.
Wheeler, of the company. The representatives present
were: O. T. Crosby, J. B. Blood, A. K. Baylor, C. K.
Stearns, W. J. Clark, W. H. Knight, Theo. Stebbins, G.
W. Wheeler, Ben Williard, H. T. Crowley, and W. B.
Porter, with Theo. P. Bailey and Geo. K. Wheeler, of
the Chicago office, in general charge. The whole affair
was a great credit to the companj- it represents.
The Westinghouse Electric & Manufacturing
Company had no exhibit at the Exposition building, but
at the Pfister, fronting on Wisconsin street, spread an
entire sample room with the Westinghouse goods. There
were there, to be inspected, two No. 14 controllers com-
plete, a type E diverter, a railway generator rheostat,
the tank lightning arrester, an all iron pinion, a No. 3
motor B. H., complete with yoke, a No. 10 armature
bearing a No. 10 axle, set of mica insulators for No. 3
motor commutator, together with other motor parts; a
100 ampere and a 200 ampere 2-inch brake switch, a
r,ooo ampere circuit breaker, with a set of carbons for
same. The literature distributed was finely gotten up,
elegantly printed and to the point. Mr. Heinrichs has
every cause to be proud of the production. The Pfister
was headquarters and the rooms were always well filled
with visitors. The Westinghouse men present were:
L. Bannister, vice president and general manager, W.
C. Clark, general agent and assistant treasurer, Albert
Schmidt, general superintendent, Pittsburg; B. F. Stew-
art, of Chicago; C. A. Bragg, Philadelphia; W. F. Zim-
merman, assistant general manager. New York; J. S.
Tebbetts, Chicago; W. S.Brown, Boston; A. H. Allen,
Philadelphia; J. C. Sanderson, New York; Thomas
McCarthy, Toledo; Guido Pantaleoni, St. Louis; J. A.
Rutherford, E. W. T. Gray, W. J. Longmore, E. H.
Heinrichs and M. Coster, Pittsburg; and T. W. Burrows,
of Chicago. The team was a strong one and made a
number of good plays. Running on the tracks of the
Milwaukee Street Railway was a Brill car, double
decker, mounted with two Westinghouse 25-horse-power
motors. It attracted much attention and favorable com-
ment.
The National Time Recorder Company, of Mil-
waukee, showed a Bolte time keeper.
The Safety Brake Shoe Company, of Boston,
showed their brake shoe, with G. C. Ewing in charge.
The W.\lker Marshall Automatic Company
switch, represented by Samuel Walker and L. J. Mar-
shall, showed a promising automatic switch device.
The Stanwood Manufacturing Company had a
prominent place on the exhibition floor. President Stan-
wood was present, and the exhibit consisted of a large
number of single tread steel steps, the kind that save
accidents and delight the public, together with one or
two specimens of the double tread variety, and a few
special shapes. The Stanwood step has a reputation for
strength and structure accorded to but few specialties.
There is nothing "cheap" about it.
668
<^liktj\aiWay'9^yicW*
THE BUCKEYE AT THE CONVENTION.
AT the northwest corner of the big lot occupied by
the Milwaukee Exposition building is a nice place,
intended, "since the beginning," for what was
probably the biggest single advertisement ever put in a
corresponding space for so short a length of time. That
was the Buckeye 6so-horse-povver
engine, and Siemens-Halske direct
coupled generator, temporarily
placed for the delectation of the
street railway men visiting at Mil-
waukee. More than being the big-
gest advertisement ever placed under
such conditions, it is, perhaps, the
biggest engine ever put on a tem-
porary foundation. This brings us
to the foundation.
The earth, a sandy loam, was
excavated to the depth of twelve
feet, and to the full dimensions of
the engine. Into this excavation
were then laid foundation timbers, of
1 8 by 20 inches dimensions. These
were then layed with 6 by 6 inch
timbers, close contact, eight feet
long. This was decked over under
dj'namos and flywheels, and where
the heavier parts of the machine rest.
Twelve-inch timbers were laid over
this, thickly on top, and where ever
bolts came, 12 by 12 inch stuff was
placed, braced and bolted. Upon this foundation rested
seventy tons of engine and dynamo, under cover of a big
tent.
The engine is of the standard Buckeye non-condens-
ing type, of 650-horse-power. The high pressure cylin-
der is 20 inches, the low pressure is 32, and the stroke
The dynamo is of 490 kilowatts, direct coupled to the
shaft, and known to the Siemens-Halske catalogue as I
type, 136 C, and was built at the Chicago factory. It is
beautifully executed, and, with the engine, was a big
drawing card. Steam was secured from the Exposition
boilers. The exhibit attracted universal attention, and
the engineers in charge explained the fine points.
PLAN VIEW OF BUCKEYE ENGINE DIRECT COUPLED TO SIEMENS-HALSKE DYNAMOS.
The International Tramway Congress, held at Buda
Pesth, the first week in September, resolved that "electric
motive-power for street railways, where a continuous
current is used, has proved well worthy of recommenda-
tion. But its applicabihty in the case of either new
lines or old must, however, for the present depend
END VIEW.
SIDE VIEW.
36 inches. The steam pressure is to be from 135 to 140
pounds, and she will turn, when at business in the new
power house of the Cincinnati Street Railway Company,
at no revolutions. On the temporary foundation, the
machine simply turned over without load.
largely on the facilities offered by municipal or state
authorities, as the financial results of electric street rail-
ways have not always been satisfactory." The next
congress will assemble in August or September, 1894, at
Cologne.
(^ot{eetu^iWa)'j\cylev/
069
FLY WHEEL BURSTS AT BROOKLYN.
ON the evening of October 1 1, the fly wheel of one
of the 700-horse-povver CorHss engines in the
Atlantic Avenue Railway power station burst,
wrecking engine, generator and building, besides all pip-
ing in the vicinity, as shown in our engravings. The
testimony of those in charge of the station at the time
has been collected in a verbatim report, which forms a
verj' valuable contribution to the accounts of fly wheel
accidents. This report contains the testimony of John
Caplis, assistant engineer; Richard Caplis, attendant to
switchboard and generators: James Crowley, engineer's
helper; Joseph A. Mitchell, attending condensing engine;
Fred Carlison, oiler at the power house; and Richard
Nevins, assistant electrical engineer, all of whom were at
the power house and saw more or less of the accident
and its attendant circumstances. The best account of
the affair is that given bj* John Caplis, who was in charge
-LOOKING NORTH.
of the Station at the time and was in the most favorable
position to observe the circumstances. He sa)^s:
"My attention was first attracted by the engine. No.
2, slowing up in speed. The automatic attachment to
the governor was in perfect working order and in posi-
tion. The speed of the engine was so slow that I saw
that it was only a matter of a few moments until the
automatic attachment would shut off the steam. In order
to keep the engine in service and carry its proportion of
the heavy load, I put in the stop to raise the automatic
attachment to catch the governor should it come down
and thereby prevent the engine from running. Immedi-
ately following this there was a loud report, not as loud
as a cannon, but very sharp, something exceedingly
unusual. Immediately following this report the com-
mutator seemed to be a circle of fire, and looked as
though It was red hot. I immediately pulled out the neg-
ative circuit breaker on the generator, and had my assist-
ant throw out the circuit breaker on the switchboard.
The engine then speeded up, and I immediately com-
menced to shut off the throttle; and while shutting off the
throttle there was another dull report on the generator.
It seemed to me as though the pulley on the generator
had broken, and the belts seemed to slack up. At the
time of shutting off the throttle the engine was moving
rapidly, in fact racing. After shutting off the throttle
tightl)', I motioned to my assistant to get out of the road,
NO. 2 — LOOKING SOUTH.
as I had a sense of impending danger. Feeling that it
was only a matter of moments until iron would fly, I got
out of the road of the engine as quickly as possible.
When I became conscious of the after surroundings
my hand was in water, and there was a bright light over-
NO. 3. — VIEW DIRECTLY OPPOSITE NO. 2.
head, and knowing that I could only be in the cellar, I
followed the light and came up stairs.
In my opinion the entire accident occurred in a space
of time not greater than one minute to one minute and a
half, from the time I first noticed the engine slowing in
670
(^fkejd^)f{aAi^]}^^
speed. I was standing between engines No. i and 2
when I first noticed engine No. 2 slowing down in
speed."
The testimony of the others bears out this story.
Joseph A. Mitchell, in charge of condensing engines,
says that the engine No. 2 made a peculiar noise and the
vacuum dropped from 27 to 24 inches. He went up to
the engine floor and saw the belt sagging and flapping.
In a minute the belt broke, flying like a whipcord through
the air and the lights went out at the same instant.
The accident disabled the station for three hours, by
injury to piping. The fly wheels were 18 feet in diam-
eter and 40 inch face, weighing 20 tons. The engines
were C. & G. Cooper make. After an examination into
the accident the railway company relieved the makers of
all blame in the matter. The byrst was undoubtedly
caused by excessive speed.
Steamers , 100,000
Baltimore & Ohio 25000
South Ciiicago City Railway 60.000
Calumet Electric Railway 78,000
Total 2,535-9>5
These are all figures never before approached by any
of the lines included, with the e.xception that the day
before the North Chicago Street Railroad carried
328,219, consisting largely of strangers in the city, who
took the opportunity to visit Lincoln Park. Dedication
Day, one year ago, and July 4, this year, were looked
upon as red letter transportation days, but they are too
small to be compared with October 9. Its equal was
never seen before, and will probably not soon be seen
again.
Early in the moining, between five and six o'clock,
great armies began to pour into the down town districts
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CHICAGO DAY. — LOOKING NORTH ON MICHIGAN' AVENUE AT VAN BUREN STREET. — ART PALACE IN DISTANCE. — VIADUCT AT RIGHT.
LARGEST CROWD INiTHE WORLD.
The City Transportation Lines of Chicago Successfully Carry
2,535,915 Passengers in a Single Day— A Record
Without Parallel.
THE transportation, by means of city railways, in a
single day of a crowd larger than the entire pop-
ulation of one of our great cities is a feat never
attempted in the history of the world, until the occasion
of the great Chicago Day at the World's Fair, October 9,
when the city tiansportation lines collected fares from
over two million people. How many were actually
carried will never be known, as the immense crowd
made it impossible to collect from a large per cent of
those who rode.
The fares collected, as given by the different transpor-
tation companies, are as follows: —
Illinois Central . S9 799
South Side Elevated _ 294 800
City Railway , 757.660
North Chicago Street Railroad 265,656
West '' 't t'
^""^^^ , ,, 495,000
from the north and west sides, and soon began to congre-
gate faster than they could be hauled away. The Illinois
Central ran World's Fair trains on a headway of from
one to two minutes, carrying at least 1,500 people in a
train, but in spite of this the Van Buren street viaduct
approach to trains and steamboats quickly assumed the
appearance shown in our engraving. It was simply
impossible to get people through the turnstiles fast
enough to keep the crowd from gathering. The crowd
on the train platforms was never very large. Probably
75,000 people were on the viaduct and surroundings at
one time. It was not until after noon that it began to
noticeably subside.
The suburban service of the Illinois Central furnished
transportation for 206,900. Those living at suburban
stations south took north bound trains in order to get to
the Fair, as there was not "clinging on" room on those
south bound.
Finding out the crowded condition of the viaduct, peo-
ple began to turn to the two south side cable lines.
Although not built for double deckers, the cable cars
soon began to be used as such, in spite of the protesta-
(joiAectlF(aiiM^j\6A^^
tions of conductors and gripmen. Cars became so loaded
that those living as far south as Forth-seventh street took
north bound cars, or in other words, rode twelve miles to
get seven. Fenders dragged on the pavement, and pav-
ing had to be taken up in some places. Our engraving
of a Cottage Grove avenue car shows the condition or
things for miles down Wabash and Cottage Grove ave-
nues. State street was but little better. Trains ran on
fort)' seconds headway, the majority consisting of four
cars, and carrying not less than 400 passengers apiece.
This would be at the rate of 36,000 an hour on each of
the two cable lines. The electric lines handled a traffic
heretofore thought possible only with the cable. The
photograph here shown is of a motor car which was
hauling two trailers on the Sixty-third street line. It was
taken at 2 p. m. By three o'clock the crowd had sub-
sided so that cars were comfortably filled with people
THE VESTIBULED PLATFORM LAW IN
OHIO.
UR readers will recall our comments last
winter on the law which passed the Ohio
legislature, requiring companies to vestibule
the front platforms of winter cars. That
law goes into effect on November i, and
requires an inclosed platform with front
and sides of glass or other suitable material.
It was an easy matter for the Ohio Solons to pass the bill,
but as they knew nothing of the construction of street
cars, and, as was evidenced by their treatment of street
railway managers at the time, cared less, and no allow-
ance was made for the difficulty of so reconstructing
many cars now in use. Regarding the matter, Albion E.
Lang, general manager of the Toledo Consolidated, says:
GLIMPSES OF TRANSPORTATION — CHICAUO PAY.
going to and returning from the Fair. The scenes
around the elevated railroad stations were fac-similes on
a small scale of that at the Van Buren street viaduct.
It was only by overloading a system of transportation
such as was never before provided in the world that it
was made possible to reach the above astounding figures.
The City Railway carried 500,000 people on Dedication
Day, in 1892, and there was then only one other way of
getting to Jackson park. Chicago Day it raised this figure
by three-fifths, with four other faster lines paralleling it.
The Crossley brake, of Cleveland, has been adopted
by the Chicago City Railwaj-, on its electric lines.
Jos. A. Corby, having found that other business inter-
ests require his attention, has resigned the presidency
of the Railway Equipment Company, Chicago, and W.
R. Mason has again been elected as president.
"The last legislature did pass a law requiring street
railways of the state to protect the motormen by glass or
some other kind of screen on the front ends of the cars.
None of the cars in this city were built with reference to
having the same vestibuled, hence, the platforms are too
shallow to permit it. We are prepanng to comply with
the law, but up to this time find it very difficult to devise
anything practicable to attach to our cars. We are
experimenting, and hope to work out the problem. We
would be glad if some one would present us with a sim-
ple, practical way of providing such a screen, and will
live in hopes that such a person will soon present himself.
It looks to us to be a very difficult thing to successfully
attach any device to the cars we have, but will not give
up the effort until we are satisfied that it cannot be
done."
A well known manager in another city writes:
" We protested against the passage of the law before
072
(^JAfictJ^o^iVciy-j^A^^
the legislative committees on the ground that vestibules
increased the danger of collisions between cars and vehi-
cles and persons upon the streets. We believed these
objections to be well founded; and that especially in the
FRONT VIEW — COLUMBUS VESTIBULE.
crowed streets of large cities, the use of vestibules will
result in destruction of life and property. The principal
danger is at night, more especially when raining, sleeting
or snowing, but we believed it our duty to abide by the
law, and we are accordingly preparing to comply with it.
"The rule of liability for accidents must certainly be
modified where it can be shown that injury resulted
through the use of a device absolutely required by law."
It seems strange that the legislature so entirely ignored
the experience of companies in its own state, as the pro-
tected vestibule has been in use on the Mt. Auburn cable
road, Cincinnati, several years. President Henry Martin,
of this company, says:
" Our grip cars have alwaj^s been enclosed on both
ends with three glass sash which, when not in use, drop
from the top and slide down into the panel. Our experi-
ence has been that in severe storms and foggy weather
the gripm in cannot see with the sash up and has to keep
them down. In cold, freezing weather also he has to
keep them down on account of the ice forming on the
glass and obstructing his view of the track. We have
had many complaints from passengers on our grip cars
because of the gripman having to keep the sash down at
such times. I am clearly of the opinion that the enforce-
ment of the law will tend to increase accidents."
Still another manager writes: "We are taking steps
to comply with the law, not from choice but because
there is perhaps a public sentiment in favor of some sort
of protection to the employes, and because we do not
care to go to the expense of testing the law. We look
upon it as a law which will increase the casualties of
street railroads to an alarming extent, as under condi-
tions when protection of that character is needed, it will
be an utter impossibility for the motorman to have a clear
view of the street in front of him; and it will be much
more difficult for drivers to see passengers who hail the
car from some distance, especially in stormy weather.
That 'the best way to secure the repeal of a bad law is
to enforce it vigorously ' will undoubtedly prove itself in
this case, and I believe the public will demand its repeal
after a fair trial."
Henry A. Everett, president of the Cleveland Electric
says: "We are making sample vestibules to see how
they will work and expect to equip each one of our
motor cars in Cleveland with- vestibules by the time
required by the law. I am personally converted to the
vestibule idea, and do not think that it is a bad idea at
all."
General Manager Nelson, of the Springfield Railway,
says his cars were not built for carrying vestibules but
will endeavor to comply with the law by using canvas or
sheet iron.
W. J. Kelly, general superintendent of the Columbus
Street Railway, one of the best managed roads in the
state, believes the law an unjust and unwise one, and
that to carry out its requirements is likely to increase
danger of operation. The reflection from the interior of
the car at night will render it difficult for motor men to
readily discern anything outside the vestibule; and that
SIDE VIEW — COLUMBUS VESTIBULE.
in times of sleet, snow or rain, the occasions when the
protection is most needed, it will probably be necessary
to lower the windows. However, he believes in obeying
the law, and has worked the problem out in such a way
(^Wd/l?^aiWtiy-5^eVW'
673
that he has reason to be proud of the exterior appearance
of his car, even if the windows cannot be used. Our
three illustrations are in themselves a description of how
he has accomplished this and certainly present a very
creditable appearance.
Mr. Kelly has already thirty of his cars thus equipped
and running, and the public compliment them highly.
Some of the roads in the state will probably allow the
fastened to the crossbars with screws and in the same
way to the corner posts. It is braced with Sy^ inch round
iron braces. This form of vestibule would seem a very
excellent one for its intended purpose.
OBITUARY.
COLUMBUS CAR-DOUBLE VESTIBULED.
date to pass without complying with the law, believing it
to be unconstitutional. What action will be taken to
secure its enforcement remains to be seen.
The plan proposed by the Laclede Car Company is
simple, and in some respects novel. It does not necessi-
tate the changing of the brake handle or controlling
stand. Two uprights are erected from brackets on the
inside of the dash, near its outer edges, to the hood or
JUDGE ADOLPHUS REINOEHL.
A self made man, of the sturdiest Pennsylvania Ger-
man stock, was Judge Reinoehl, and perhaps the most
widely interested man in Leba-
non, Pa,, and the surrounding
country. He was born in 1830
and, at the age of sixteen, became
a blacksmith's apprentice, after-
wards doing large iron contracts
and general manufacturing. In
1852 he went to the Pacific coast
with the gold seekers and re-
mained two years. After his re-
turn to Pennsylvania he associated
himself with his father in the lumber business, and finally
succeeded him.
Besides holding many minor offices of trust, both in
church and state, Mr. Reinoehl gained the title of judge,
being elected to the honorable position of associate judge
of the several county courts for five years.
He was connected in official capacity with a dozen or
more large corporations centering their business at
Lebanon, besides being president of the Lebanon & Ann-
ville Street Railway Company.
Judge Reinoehl died September 29, respected by all
REINCEHL.
THE LACLEUli CAR COMPANY S PLAN.
bonnet bow. Between these a crossbar of ash is run at
a sufficient height to clear the brake and controller handles,
and from this crossbar two more uprights are run to the
hood. Above the crossbar are three sashes which extend
up to the hood. The center sash may be swung on
hinges to the top sash rail and hung up to the hood ceil-
ing as shown. In order to get sufficient room to allow
the brake and controller handle to revolve, they propose
to use an " extension front," if it may be called such, of
No. 14 sheet steel, and applied as shown. At the bottom
is fastened to the dash by stove bolts, and at the top it is
who knew him and lamented by a large circle of friends
in every enterprise in -which he was concerned.
ERA.STUS WELLS.
The first street railway builder of St. Louis died Octo-
ber 4, at his home in Wellstown, at the age of seventy.
The Hon. Erastus Wells on July 4, 1S59, (^''ove the first
street car in St. Louis over the Olive street line. He
came to St. Louis in 1843 with $150 and went to driving
an omnibus. With this humble beginning he lived to be
honored politically and died wealthy.
(574
^iyiktO\ailM^ll^ylcv/
PERSECUTION IN DETROIT.
THE opposition of Mayor Pringree, of Detroit, to
the Citizens Company, of that city, has already
been referred to in these columns. Why Mr.
Pringree should so pointedly wage this unjust and unrea-
sonable warfare against home capital, which has already
spent nearly one million dollars in giving his city what
outside capitalists had never succeeded in doing, is hard
to understand. His attitude is certainly very peculiar
and can hardly be explained, except on grounds of some
personal interest unknown to us. That his policy has in
any measure been in the line of benefitting the city or
protecting any fancied jeopardy of its rights is simply
rediculous.
Mayor Pringree is trying to force a 3-cent fare for all
hours of the day. This very fact alone is sufficient to
convict him in the eyes of any street railway man, as
either manifestly unjust or purposely ignorant of what it
costs to haul a passenger. The company already labors
under the burden of a 3-cent woikingman's ticket, during
the morning and evening rush; but have placed them-
selves on record as willing to continue this, with a 5-cent
fare the balance of the day, and even give transfers from
one of its lines to its others at all hours. There are few
managers in other cities who would like to undertake the
responsibility of satisfactorily and safely operating a road
even on this basis. Our readers will recall the result of
a 3-cent fare on the East Cleveland road a few months
ago, in its effort to pull all the business, which was being
divided with a competitive parallel line. They got the
business and held it for several weeks, but like the drown-
ing man with the sack of gold, the more he had the
worse his condition, and the company were glad to
replace the old rate, divide the business, and stop losing
money. At present cost of operation it is simply out of
the question to carry at any such figures.
Mayor Pringee sprung a scheme the other day which
shows how personal he is making this fight. On his
own authority he quietly imported a Mr. McTighe, of
New York, to bolster up his case.
As in expert testimony of all kinds, it is nothing
against Mr. McTighe that he should do his best to make
out a case for his client.
One of his main points was that operation in Detroit
would not cost to exceed 11.02 cents per car mile. On
cross-examination he admitted that while he had done
some building he had never operated a road, and that his
figures of 11.02 cents were taken from an old prospectus
of the Edison Company published in 1891. These figures
were based on the average cost of operating several
roads in Massachusetts, the names and location of which
are carefully concealed, and were evidently selected to
make the most favorable showing possible for the com-
pany which desired to sell its apparatus. Even were the
figures correct, there are many factors which make ope-
ration in the west much higher.
The same table from which McTighe takes his 11.02
cents places the average total investment per mile of
track, including buildings and real estate, at $27,780,
while McTighe's estimate for Detroit, exclusive of build-
ings and real estate, is $35,815 per mile, and even to
secure these low figures he avails himself of the present
low prices of material and labor, while the Massachussetts
figures of $27,780 were on 1891 prices, which were fully
25 per cent higher than now, nor does he allow anj' value
for the 250 old cars now in the company's possession and
which at small expense can be made suitable for use as
trailers, nor for its horse barns and tracks.
With a 3-cent morning and evening, and a 5-cent
fare balance of the day with transfers, and served with
a first-class equipment and rapid transit, the people
of Detroit would have what few cities in the country can
obtain, or their local roads give without going into
bankruptcy. What is good service and fair charges in
other cities of corresponding size ought to be good ser-
vice and fair charges in Detroit. A comparison of what
is alleged to be the cost of running a few unknown lines
in small towns of Massachusetts is no sort of comparison
for city wages, insurance, taxes, paving, repairs and a
long line of expenses incident to doing business in a city.
Mayor Pingree has made an unbroken record for himself
of stubborn and persistently blind opposition to the real
interests of his citizens, and all the expert testimony in
the world will not enable the Detroit company to buy
materials, hire men, make repairs and furnish a decent
rapid transit service for three cents per passenger. It is
not and cannot be done in other large cities, and certainly
cannot be in Detroit. The construction of an extensive
system of electric railways in Detroit, such as the Citi-
zens is striving to do, would increase the value of real
estate in an amount which would represent the difference
between a three and a five-cent fare for twenty-five years.
Some people hold two cents before their ej'es and so shut
out a vision of two dollars just beyond. Mayor Pingree
exhibits all the symptoms of this malady. It would seem
as though it was about time for the business men in
Detroit to put a stop to such outrageous proceedings.
A BIG DELEGATION.
THE biggest delegation ever attending a convention might natur-
ally be expected to be a Chicago undertaking. The West Chi-
cago Street Railroad, of which Mi-. Parsons is general manager,
concluded to come, and so Secretary and General Superinten-
dent R. C. Crawford called in all his division men and foremen, and
selecting nineteen, told them to get in inarching trim. The balance are
to go next year, if their record remains as good as in the past. And the
boys didn't walk, either, nor did they go in a coach. Nothing short of a
special drawing room car was good enough. Arriving at Milwaukee,
he boys were elegantly quartered, visiting the convention in a body, and,
inspecting every exhibit. Tliey didn't care so much for the papers, but
could be found giving some of the younger crop a quiz that wasn't easy
to answer. Then they made a trip over the lines, and there wasn't a
feature of the road or barns that escaped attention. " Have just as good
a time as you want, boys, and bring the bill to me,'' said Mr. Crawford
When the banquet was opened, there was Mr. Crawford, with his "faith-
ful 19," and the boys enjoyed it, too. Friday they all did the city in a
tally-ho coach, with one of the boys holding eight strings, and the way
they drove was iit for a World's Fair exhibit. Then they had their pic-
tures taken in a group.
Perhaps when there's a blockade in the middle of the night; or a big
snow storm getting in its forty-eight hours' work next winter, the boys
(p licet J\aiWa^j\cylcW^
(IT 5
will forget all about the banquet and things— and then again perhaps
tliev won't ! It was a graceful act on the part of the manager, which
niav well teach its own lesson to others.
Following is the list of " the bovs": Peter Needhani and Win. Bolger^
cli\ision superintendents; T. C. Bridges, superintendent of car shops;
John Fitzgerald, Jos. Steabeck, John Hawkins, John Stevenson, Fred
Altpeter, 1). F. Smith, John L. Blessing, Jos. Lainger, Hen I'hillips
Win. Moeller, Win. Halskett, Wm. Cookbets, Harry Bnmd, R R
Hertzog, John .Stanley.
E.MiiBiTORS showed their good sense again this year,
by not having the old time malady of wagon loads of
printed matter. Small circulars and cards, which man-
agers could carry away in their pocket, are vastly hetter
for all concerned, and has fultilled the recommendation
urged b_v the Rkniew two years ago.
AN ATTRACTIVE EXHIBIT.
WE are enabled to illustrate, this month, the
handsome display of the Standard Railwa}-
Supply Compan}' which appears in "Street
Car Row" at the Transportation annex, Jackson park.
The artist has fittingly shown the drapery- and the design
of the display in all its attractiveness.
The exhibit shows three of the Standard car heaters,
the etficienc)' of which has been tried and not found want-
inir in many a long winter's cold. The excellence of its
SECRETAitv Cr.xwford, of the West Chicago road,
was sitting in convention, with his nineteen division
superintendents and foremen. Their faces bore the scars
of all-night battles with snow and storm, and probably
not one of them could have told what an ohm was. An
old time manager noticing them, pointed at a beardless
youth, who was talking very profoundh', and then at the
veterans, and remarked: "There's the difference
between theory and practice."
Tin: R. A. Cr.\wford Manufacturinc Co.mp.\nv, of
Pittsburg, Pa., has immense success with its specialties —
fj -if m w io
1^ C- v/:
''-''' '-'.^^^''^^'^^^^^
disposition in the car, not cutting the seat, is well shown
by the artist and can bewell appreciated by tlie manager
who has seen the display or the sto\e in actual service.
Mr. Garson Meyers has had the designing of the
space, and to him the credit of the arrangement is due, to
say nothing of the vigor with which he has pushed the
sale of the specialty.
Mrs. Sh.\ki', of Waukesha, Wis., an aunt of Mrs. W.
J. Richardson, was the guest of the latter during the con-
vention.
the automatic wheel guard and pick-up. The former has
been adopted by the Philadelphia Traction Company and
gives the best of satisfaction. The adoption of such a
device by so large and conservative a road as the Phila-
delphia Traction Company, assures its importance and
usefulness. The R. A. Crawford Company at the con-
vention made a most favorable impression on the visiting
brethren.
FOREIGN FACTS.
Howard Wheemcr, of the Sterling Supply Company,
New York, was a Review visitor, on his return from
convention.
New members joining at this meeting are: Calumet
Electric Street Railway, Chicago; Marinette Electric
Light & Power Company-, Marinette, Wis.; and the New
Orleans Traction Company, New Orleans.
Tr.vmw.w mail boxes on the Donnybrook line, Dublin,
Ireland, are pronounced a great success. The bo.xes are
painted vermillion and placed below the stairs at the rear
of the cars.
Kioto, Jajian, will celebrate its i,ioo anniversary by
the opening of a live-mile electric railway. When a
world's fair will be held in Japan we maj- expect to see
electric railways in abundance.
67(5
(^l?icd/ll\aiWA^li^yicW'
DELEGATES ATTEND A NEW CONVEN-
TION.
Armstronf?, E. A, CiinuUn. N.J.
Adkins, Jas. St. Louis. Mo.
Ashton, S. K.Jr.Milvvaiikcf. Wis.
Ahciirn, T. Olt;iw:i, C:in.
Atkinson. J. M. Burlington, la.
IlnMilt.-y, K. A. "Walerlniry, Conn.
Biiiiinhoft', C. \V. St. Louis. Mo.
Brenner. W. H. Montreal, Can.
Bjrkford.J.'II. Scranton anil Readini
Bilker, N. F. Washington. D. C.
Mrown. F. Wayland Ynungstown, O.
Rurt.T. M. B.rhn, Ont.
Binncr, E, Dayton, O.
BiirUt-'tl, A. I-os Angi;les, Cal.
Binninger, Julius Milwaukee, Wis.
Becker, D.inforlh Milwiiukcc, Wis.
Bailey. T. P. Kalamazoo, Mich.
Bowen. M. K. Chicago, 111
Betden, D. A. Aurora. III.
Bradford, H. P. Cincinnati. O.
Blum. Isaac, Phikulclphia, Pa.
Brown, R. S. Gloucester. Mass.
Burke, M. F. Terre Haute, Ind.
Breed, A. F. Boston, Mass.
Browning, G. C. Camden, N. J.
Ballard, W.J. Diilmquc. la.
Bickford.J. H. Reading, Pa.
Connetle, E. C. Nashville, Tenn.
Carpenter, Ried, Mansfield, O.
Charlton, B. E. Hiimilton. Ont.
Canvee, John C. Ban^^or, Me.
Crosbv. O. T. Wilmington, N. C,
Colliander, A. Chicago, III.
Christopher. J. M. Baltimore. Md.
Carr. W. P. Roanoke. Va.
Convers, C. C. HotSprinys. Ark.
Cameron, W, S. Jamestown, X. V.
Cle^g, C. B. Dayton. O.
Corwin, D. R. D.iyton, O.
Crawford, R. C. Chicago. III.
Candee. Leverett, New Haven, (%inn
Grossman. T. E. Broiklyn. N. V,
Clarks, E. P. Los Angeles, Cal.
Crowley, RJ. Atlanta, Ga.
Colby, F. I,. Rockford, 111.
Dixon, H. A. Port Huron, Mich.
Degen, N. E., Manistee. Mich.
Durnin.T.J. Milwaukee. Wis.
Doremus, II. B. Bridgeport, Conn.
Delaney, W. If. New York.
Dunning, Robert Buftalo. N. V.
Durbin, C.K.Denver. Col.
Dean, W. W. Hamilton. Can.
Dickison, W. D. Great Falls.
Dixon, A. Port Huron, Mich.
Dorr. C. A. Charlotte, N. V.
Duncan, D. Dubuque, la.
Dean. J. Hamilton. Ort,
Downs, E. E. Kalamazoo, Mich.
Davis. N. A. Cincinnati. Ohio.
Everett, H. A. Cleveland, Ohio.
Edwards. Frank Lincoln, Neb.
Ellis, C. E. Philadelphia, Pa.
Elliott, Miller Pittsburg. Pa.
Fenimore, Francis Phoenixville, Pa.
Frenyear. T. C. Gloversvillc, N. V .
Flynn.C. K. Peoria. 111.
Foster, E. C. Boston, Mus-i,
Ferguson, W. R. Haverhill. Mass.
Flesh, L. M. Piqua, O.
Fredericit, C. R. Davenport. Iowa.
P'raser,J. D. Ottawa, Can.
Fritz, John Bridgeport. Conn.
Fry, J. II. Detroit. Mich.
Foster, W. II. Piitsliurg, Pa.
Gotshall, W. C. Munroe, Ind.
Glass, Andrew Washington, D. C.
Goodwin, W. W. Detroit, Mich.
Goodrich, E. S. Hartiord, Conn.
Greenwood, G.F. Pittsburg, Pa.
Grover, T. F. Milwaukee, Wis.
Guyer, E. H. Moline, III.
Green, Alfrfd Rochester, N. Y.
Gorman, John B, Worcester. Mass.
Greene, Frank R, Chicago, III.
Greer, J. W. San Antonio. Tex.
Griffin, W. H. Galveston, Tex.
Goodrich, C, E. St. Paul, Minn.
Grant, John Detroit, Mich.
Gunn, James Toronto, Can.
Kolbe,J. W. Baltimore. Md.
Kelly, W.J. Columbus, O.
Kelsey, I. A. New Haven, Conn.
Kiiowles. Perot, L. Phoenxville, Pa.
King'^ton. W. W. Montgomery. Ala.
Lea, Preston, Wilmington. Del.
Lang, Albion E, Toledo, O.
Law, M D. Washington. D. C.
. Pa. Luther, Chas. F. Pawtucket.R. I.
Lynn, A, W. Milwaukee, Wis.
I^uaher, E. Montreal, Can,
Lockey, Richard. Heleni. Mont.
Littell, H. M. New Orleans, La.
Lewis, D. F. Brooklyn, N. Y.
Lipper, M.W. Philadelphia. I'a,
Littell. II. H. Huffulo, N. Y.
Longfetreet. I). K. Denver, Col.
Liggett, J. C. Detroit, Mich.
McLean, T. H. Indianapolis, Ind,
McNamara.J. W. New York Citv.
Morse, G. C. Taunton. Mass.
McLaughlin, Chas. Paierson.
Melms, G.J. Milwaukee, Wis.
McNavighton, A. Milwaukee, Wis,
Macloskie, C. II. Chicago. III.
May, J. II. la.
Maslin, G. W. Brooklyn, N. Y.
Minary, C. K. Springfield, III.
Minary, J. S. St. Louis, Mo.
Macfarren, L. J. Philadelphia, Pa.
Marks, Ferdinand, Philadeljihia, Pa,
Macartney, I, I. Norfolk, \';t.
McClory, Birmingham, Ala.
Morris, H. W. Milwauktt, Wis.
McKinney, C. A. Houston. Tex.
Markle, A. Hazleton, Pa,
Morton, H. T.Ann Arbor, Mich.
McQuaide, J. P. Norristown, Pa.
Mailloux, C. O. W.ishinton, D. C.
McGiftert, J. B. New Britain, Conn.
Macartney, I. F. Norfolk, Va.
Mendeil, C, S, New Bedford. Mas*^.
Mock, H. A. Brooklyn, N. Y.
Morrison, W, N. Brooklyn. N. \*,
MacDonatd, G. F. Ottawa. Can.
Martin, Edward, Hamilton, Ont.
Mason, W. L. Milwaukee, Wis.
Ostn.m.J. F. Steelton, Pa.
Odell, Chas. Newburvport, Mass.
Piurson, C. H. St. Louis. Mo.
Patterson, W. H. Bloomington. 111.
Partridge, John Brooklyn, N. Y.
I^liillips, Goo. A. Milwaukee, Wis,
Penington, T. C. Chicago, 111.
Pidd, Thomas, Milwaukee, \\'is,
Perrine, Lewis Jr. Trenton, N.J.
Pratt, Mason D. Steelton, Pa.
Perrine, H. P. Trenton, N.J.
Potts, IL T. Philadelphia, Pa.
Payne, H, C. Milwaukee, W'is.
Peck. Frank C. Kansas City, Mo.
Richardson. Wm. Brooklyn. N. Y.
Rommell, W. B. Pittsburg, Pa.
Routzohn, N. N. Dayton, O.
Rusling.T. O. Chicago; 111.
Richardson. W.J. Brooklyn.'N. Y.
Rogers, H. B. Brockton, Mass.
Reed, W. P. Salt Lake City, Utah.
I^'ffgr, J. A. Reading, Pa.
Rugg,J. E. Pittsburg, Pa.
Rcdel, Andrew Newark, N.J.
Rogers, Lewis H. Cleveland, O,
Reed, C. F. Springfield, Mass.
Shepardson, A. O. Waterbury. Conn.
Smith, Waller C. Milwaukee, Wis.
Smith, Clement C. La Crosse, Wis.
Sullivan, D. W. Brooklyn, N. Y.
Scullin, Harry St. Louis, Mo.
Schloss, S. Detroit, Mich,
Smith, A. P. New Bedford, Mass.
Sinclair, H. B. Galveston, Tex.
Sullivan, P. T. Lowry, Mass.
Sterling. J. R. Detroit, Mich.
Stephenson, W. J. Washington, D. C.
Stone, A. L. Oakland, Cal.
Sperry, E. A. Cleveland, O.
Scull. W. S. Camden, N.J.
Swift, C. M, Detroit, Mich.
Shewman, Allen, Racine, Wis.
Sliaw, E. P., Jr. Norwich, Conn.
Haynes, Geo. D. Newark, N. ].
Hurt, Joel Atlanta, Ga.
Haynes, J. E. Newark, N.J.
Holbrook, R. H. Cedar Rapids. la.
Hilgard. F. T. Milwaukee, Wis.
llahn. C. W. Milwaukee. Wis.
Hubbard, F. G. Milwaukee, Wis.
Howell, I'. E. DaMnn, O.
Hayward, A. II. Alkntnun, Lehigh Co.
Hatch, W. S. Detroit, Mith.
Hendrie. S. Detroit, Mich.
Hoffman, -J. F. Milwaukee, Wis.
Heft, N. H. Bridgeport, Conn.
Henry. D. F. Pittsburg, Pa.
Heger, W. S. Wilmington, Del.
Hay, A. E. Chamb< rsburg. Pa.
Hulsizer.John Joliet, 111.
H-iven, W. E. Fishk It.on-lludson, N.\
Harrison, Russell B. Tene Haute, Ind.
Hayes, Henry New Britain, Conn.
Hawks. J. D. Dttrcil. Mich.
Hurley, P. E. Trenton N.J.
Ives, E. B. Philadelphia. Pa.
Jenkins. T. M. Covington, Ky.
Jewell, W. S. Anderson, Ind.
Jones, F. G. Memphis, Tenn.
Johnson. J. W. Kalamazoo, Mich.
Jones, W. E. St. Louis, Mo.
Keithley, H. R, Chicago, III.
Kilgour, B. L. Cincinnati, O,
Klinkerfus, H, Milwaukee, Wis.
Schoerer, W. Newark. N.J.
Smith, W. H. Omaha, Neb.
Sullivan, J. J. Philadelphia, Pa.
Slu linn-dine, W. II. Philadelphia, Pa.
Smith, W. C. Pittsburg, Pa.
Stern. W. Philadelphia. Pa.
Shafter, W. sbury Park, N. J.
Shaw, E. P. New Haven, C.mn.
Sargent. W. W. Fitchburg, Mass.
Traggard.J. G. Newburvport, TVIass.
Tindolph, E. P. Vincennes, Ind.
Tourley.E. M.
Ticknor. F. A. Rockford, III.
Thompson, A. C. St. Louis, Mo.
Upham. C. C. Lincoln, Neb.
Valentine. John Portland, Ore.
Winsor, Paul Boston, Mass.
. Williairs, Gen. Chas, Manchister, N. II.
Wihiams, Chas. I. Rochester, N. Y.
Wright, L. R. Denver, Col.
Woddman, Franklin Haverhill, Mass.
Ward, Elias S. Newark, N.J.
Wood, H. H. Birmingham, Conn.
Whitehead. IL C.Norfolk, ^'a.
Woods, Henry P. Boston, Mass.
Wrightman. M.J. Middletown. N. Y.
Woudrufl; R. S. Trenton. N.J.
Wheeler, G. K. Kalamazoo, Mich.
Whitney, F. JI. Milwaukee. Wis.
Yeales. R. H. Chicago, III.
Young, A. M. New Britain, Conn.
Klau. G. W. Milwaukee, Wis.
Others present were: W. J. Dutton. Dorner .t Dutton, Cleveland; W, W, Willetts,
of Adams & Westlake, Chicago; A. E. Hay, Robinson Machine Company, Philadel-
phia; F. McGee, of E. S. Greeley & Company, New York; S. IL Short and T. A.
Rogers, of the Short Electric Railway Company, Cleveland, O.; William Taylor and
John De«, of Taylor, Goodhue A' Ames, Chicago; C. E. Stump, J. W. Dickerson. E,
Caldwell, of the Street Railway Gazette, Cbicigo; J. H. McGraw and T. W. Taylor,
of the Street Railway Journal, New York; F. R. Colvin, electrical engineer. New
York; W. F. Collins and W. E. Keily. of, the Western Electrician, Chicago; M.J
Sullivan, of the Electrical World, New Ym-k; C. Hess, nf the Car, Philadelphia; Geo.'
Cradock, Wakefield, England.
A TIME TRANSFER PRINTER.
THE waste of money and paper incident to the ordi-
nary system of printing transfers for each day, is
well known. It is always necessary to print loo
many in order to be sure to have enough. The time
transfer printer here illustrated, is a machine to print
transfers on the car as they are wanted by the conductor.
By simply turning the crank, transfers are turned out,
giving the hour and day of the month and year. The
names of the transfer stations are changed by a lever
projecting through the casing and communicating with
the type rings, as are also the a. m. and p. m. type rings.
The number of the month and date are changed by the
watchman or inspector who has charge of the key
unlocking the machine. The crank lever operating the
type cylinders, is removable, and is in charge of the con-
ductor, so that tampering with the printer is impossible.
The minutes are represented by spaces representing ten
minutes each. The inking arrangement is so perfected
as not to need re-inking for a month. It has been in use
for some time on the Pittsburg Traction Company's lines,
and has been a source of saving, not only on account of
the obviating of waste transfers, but because it prevents
trading of transfers between conductors.
It is made by the Time Transfer Printer Manufactur-
ing Company, room 69, Schmidt building, Pittsburg. Pa.,
and was shown at the Milwaukee convention.
Italian electric railway enterprise is slowly gathering
force. A line has just been opened at Milan, which runs
ten miles to Monza.
^\n^Jr{aiywf\}^ijm^
677
PUBLISHERS AND PROPRIETORS,
269 DEARBORN ST., - - - CHICAGO.
Publi!«hed on the 15th of each month.
SUBSCRIPTION, -
FOREIGN SUBSCRIPTION,
- TWO DOLLARS.
- - 20 SHILLINGS.
Address ail Communications and Remittances to The Street Railway Review.
26g Dearborn Street, Chicago.
H.H. WINDSOR. F. S. KENPIELD,
Editor. Business Manager.
CORRESPONDENCE.
We cordially iavitc correspondence on all subjects of interest to those engaged
in any branch of Street Railway work, and will gratefully appreciate any markec
(.opies of papers or news items our street railway Triends may send us, pertainini;
cither to companies or officers. Address :
THE STREET RAILWAY REVIEW.
269 Dearborn Street, Chicago
Entered at the Post Office at Chicago as Second Class Matter.
This paper member Chicago Publishers' Associatinn.
VOL, 3.
NOVEMBER 15, 1893.
NO. 11
The only publication devoted to street railway interests
receivine a ^ttedal at the AVorld^s l^'olumbian Exposition, was
the MTBEKT RAILWAY REVIEW.
ONE of the largest European orders for street cars in
several years, has been let by the city of Glasgow.
It is for 200 cars, to cost $150,000, and has been divided
among English builders.
THE Nebraska Supreme Court holds that street rail-
ways are common carriers, and as such are required
to exercise extraordinary care to prevent accident, and
to overcome the presumption of negligence must show
the accident to have been produced by causes wholly
beyond its control, and exercise of utmost human care.
IT would seem that the verj- successful and satisfactory
use of crude oil as fuel during all the months of the
World's Fair, cannot fail to call general attention to this
clean and, in many localities, economical fuel. At the
Exposition only one-fourth as many men were required
in the boiler room as had coal been used, while the uni-
form steaming qualities were specially marked.
A SOMEWHAT peculiar ruling has been made in the
supreme court of Pennsylvania, in holding that a
driver is under no legal duty to look for passengers while
engaged in attending to his horses. The decision arose
from a damage suit for injuries to a boy seven years of
age, who attempted as a passenger to get on the front
platform of a horse car which was starting, but without
conveying such intention to the driver. Company was
held not liable. The same court also ruled that com-
panies are liable for damage to workmen working for
the city in trenches, in running its cars over the ditch
without giving notice, which on all previous occasions
had been given.
THOSE conditions which are favorable to steam road
construction are in many respects favorable to street
railway work. Our esteemed contemporarj-, the Rail-
way Review, states that on what is deemed good author-
ity, the estimate of steel rail which will be needed for
steam road work in 1894, places the probable demand at
two million tons. A continued and increased improve-
ment in the money market of course will determine this.
But there can be little doubt that a much larger number
of enterprises than have been made public are hoping to
take definite shape for next year, and that the re-action
from the sluggish condition of construction work which
has characterized 1893, will be marked.
LIABILITY for damage caused by a " bucking motor"
has, we believe for the first time, become a matter
of court decision, and hence precedent. The Supreme
Court, of Minnesota, as reported in our law department
for this month, holds that failure to properly testa motor,
which was known to have bucked, before sending it out
in service, together with use of a low dash on driver's
platform, combine to make the company liable for dam-
ages for death of motorman who was killed by being
thrown over the dash when the motor bucked. It is
practically the same interpretation of law which has long
prevailed in the use of animals in car service known to be
ferocious and dangerous, and emphasizes the admonition
so constantly urged in these columns, of the prime neces-
sity of competent and responsible men in the inspection
department.
AMONG the many other valuable conclusions to be
deduced from the report of the electric plant per-
formance on the Chicago City Railway, published this
month, not the least valuable are those in regard to run-
ning trailers. As pointed out in a previous editorial on
this subject, the cost of power per car mile of a trail car
added, is not as much as that of a motor car added.
Besides this, of course, must be considered the saving of
one motorman, and the saving in inspection and repairs
on the e.xtra motor car. Against this the decrease in
headway resultant on the substitution of trailers for
motors must be considered, but where the headway is as
short as it is on large roads, there is no reason why a
more liberal use of trailers should not materially reduce
expenses, without driving away traffic on account of the
longer headway.
WHILE the distinctly visible exhibits of electricity at
the World's Fair occasioned constant remark and
praise, its greatest work and wonder was unnoticed by
the rushing multitudes. The electric fountains, the illu-
678
^jiacd.J\aiU^9^ylc\/
minations of the court of Honor, the Administration dome
and the great search lights brought cries of admiration to
the lips of gathered hundreds of thousands, but few
paused to think that the hundreds of electric motors scat-
tered over all the grounds were drawing their power
from a common source; and that as they strolled about
from one building to another, the very ground on which
they walked was honeycombed with passages filled with
wires conducting the power whereever needed, in any
desired quantity. Strike out the noble part which elec-
tric light and power worked in the greatest show on
earth and a large part of the advance shown in contrast
with the Centennial would be wanting.
THERE is nothing in the line of electric railway pro-
gress more pleasant to contemplate than the quick-
ness with which the problem of securing an efficient and
durable ground return has been solved. It is now only
about a year and a half since the first trouble from elec-
trolytic action was publicly announced. Then followed
the Cleveland convention, where the matter was talked of
at length, and which was followed by an extensive discus-
sion in the technical press, the subject being approached
from all sides. Gradually, however, the consensus of
opinion began to point toward heavy bonding, and that
alone as the best remedy for troubles in all localities; the
only remaining requirement being for a water-tight bond
connection. This was not immediately forthcoming, but
the Milwaukee convention saw on exhibition two types,
which are described in this issue, and which meet the
requirement. The year elapsing between conventions
saw not only a change in common opinion on the ques-
tion, but its satisfactory solution.
THERE should be some penalty which street railways
can invoke upon unauthorized persons who give the
" go ahead " signal on the cars. This is frequently done,
and recently in this city was the direct cause of an acci-
dent which resulted in a big suit for damages. The
court held the company was liable even under such cir-
cumstances, unless it could positively be proved the con-
ductor could not have countermanded the signal. The
speed which cable and electric cars attain in a few feet
of space and a few seconds of time, often permit of acci-
dent before the car can be stopped, even were the signal
to stop given as quick as possible. Where two trailers
are used and in the business street of a large city, the
distance from the driver and noise of passing vehicles
usually precludes the conductor from signaling with his
voice to the driver, or even to the head conductor who
may be on the front platform of the first car. If then the
rear conductor is on the street assisting ladies or infirm
people, as is frequently the case, the company would
seem to be placed in an eminently unfair position. What
is needed is some sort of penalty which will deter over
zealous people from being smart and trying to play con-
ductor. Such persons should not only be ejected from
the car, but be liable to arrest and heavy fine.
THE Interstate Commerce Commission has issued an
advance sheet of its annual report for the year end-
ing June 30, 1892, from which we make the following
interesting abstract. The figures make an instructive
basis of comparison for street railway companies. The
state of North Carolina led in railway construction, shew-
ing an increase of 212.92 miles. The total number of
railway corporations at the end of the year was 1,822, a
gain of 37 during the year. The total number of loco-
motives was 33,136, of which 8,848 were passenger.
The increase during the year was 810. The number of
cars for all purposes was 1,215,092. The average num-
ber of locomotives per 100 miles was twenty, and the
average number of passenger cars per 100 miles,
eighteen. The average number of freight cars per 100
miles was 708. Employes in railroad service numbered
821,415 on June 30, 1892. Passengers carried during
the year amounted to 560,958,211. T-he number of tons
freight carried is reported as 706,555,471. The gross
earnings were $1,171,407,343, and the operating expenses
$780,997,996. Fatal accidents to employes, 2,554, a
decrease over the previous year, but the number injured
was increased, being 28,267. The number of passengers
killed was 376, against 293 the j'ear previous. This is
at the rate of one passenger killed for every 1,491,910
carried, or one for 35,542,282 passenger miles.
MAKING death-bed bequests to libraries, both public
and educational, has become a favorite form of
benevolence, but so far as we are able to learn it has
remained for a wealthy Californian to generously remem-
ber " the boys " of one of the cable lines in San Francisco,
which was the city of his residence. By the recent death
of Edward Hull, who was worth upwards of a quarter
million, the sum of $10,000 is bequeathed in trust to the
Omnibus Cable Company, to be invested in good interest
bearing securities and the income to be devoted to the
purchase of such books and magazines as the directors
may approve, for the reading room of the employes of
that company. This bequest will in a very few years
accumulate quite a large collection of books, which will
be selected with a special view to interest and benefit
this particular class of readers. And they will be read
and studied, and the far reaching influence for good will
doubtless never be fully known. The suggestion to
other wealthy men in other cities is self-emphatic, and
action thereon need not be delayed until the giver has
been honored with a tombstone, but can be attended to
now. ' There is not a railway of any size in the land but
will furnish, light and warm a comfortable room for the
purpose, and it would not be a bad idea for the manager
to cast about in his own community where certainly there
are one or more wealthy, benevolent men, who when
they are once made acquainted with this opportunity for
good, will be glad to share in the doing of it. The par-
ticular need for a special reading room for street railway
men, lies in the fact that so large a number are always
compelled to be in waiting at the depots, ready to go out
any minute.
^mfcd.lf\mWay-j\eyl^
G79
UNION labor has again made itself conspicuous, this
time at St. Paul and Minneapolis. All through the
summer and early fall months, when the earnings of the
Twin City Railwaj' were falling below the average, on
account of the closing of mills and other industries incident
to the business depression, the company stood by its men
and did not reduce wages as did man)' other roads, but
maintained the same good pay, which had been volun-
taril}' increased in the early spring, as when it was mak-
ing dividends. This was rewarded by a dissention
which culminated early this month. And what was the
grievance? It was not hours. It was not wages. It
was not unfair treatment at the hands of even the most
inferior officer or foreman. It was no rule which required
any employe to do an act which was not becoming in a
true man. It was nothing more nor less than a demand
that thirteen men be peremptorih' and finally discharged.
Were these thirteen men guilty of dishonesty from which
the others would save the company.'' Were they drunken,
ill tempered, uncivil employes, who were hurting the cor-
poration in the eyes of the public, or men whose personal
lives brought discredit on their fellows? Not one of these
disqualifications were urged against the obnoxious thirteen.
Their crime consisted solely and wholly in the fact that as
free men, living in a so-called free country, they had not
chosen to unite themselves to an organization called the
union, to which the other employes belonged. And so
the union men assumed to run the road, to dictate to its
officers representing the owners of the property, who
and who not should be employed in its service. Three
hours was given Manager Goodrich in which to cast out
these men, against whom no charge stood. To have
done so would have been both cowardly, unjust and
unbusinesslike. He did, however, promptly discharge
the entire force in St. Paul, and immediately began
enlisting new employes. He could have hired in a few
hours six times as many men as could be used, from the
army of the honest and capable unemployed, and at one-
half the wages he had been paying. Instead he main-
tained the wage scale, and first of all hired the before
mentioned thirteen. Then he accepted such other of the
former employes as suited him and who cared to enter
his employ as non-union men, and finally enough out-
siders to make the required complement. It is by such
senseless acts as characterized the last Indianapolis strike,
and this one at St. Paul, that will eventually compel
managers to confine themselves exclusively to the use of
non-union men. Other things being equal, a union man
is no better than a non-union man. In the cases men-
tioned they certainly proved themselves not so good.
We have yet to learn, however, of a single instance
where non-union men have threatened a strike if union
men were employed. They are willing, also, to allow
the right of an employer to hire men of his own selection.
Is there any wonder, then, the union is in disfavor with
employers. To use plain English, the St. Paul strikers
made consummate fools of themselves, and deserved and
received no sympathy; not even in a brother union. The
Minneapolis men refused to go out, or assist in the strike.
THE Chicago City Railway is before the city council
with a petition to be allowed to convert its horse
lines to electric. The company has about lOO miles now
operated by the time honored, and as slow as time,
method of animal power. None of these lines can be
cabled for many years to come. On some the volume of
business will not warrant the investment, and those where
traffic is heaviest, such as Thirty-first street and Archer
avenue, cannot be cabled for the same reasons which
have prevented their being so equipped for years past.
Archer avenue would have been cabled neaily ten years
ago, but for the danger and expense of building a
conduit across the networks of steam tracks which in
in several places number a dozen or more tracks. While
a few tracks can be crossed in .safety, it is not considered
safe to operate a cable car across ten or more at one
place, where all are constantly used as live tracks. The
only chance for the cable in such places is to construct
viaducts, and while grade crossings are no advantage to
street car operation of any kind, the expense involved to
viaduct all the steam crossings which the City Railway
passes over would cost many millions. Hence, for sev-
eral hundred thousand population served on the South
Side, it is now electricity, and that means the overhead
trolley system, or to continue with animal power. Had
there been no demonstration in every other large city in
the country, extending over a period of from one to five
years, the operation of the few cross town lines put in
commission by the City Railway last spring, would
remove any possible objection which the most cautious
could suggest. All through the rush and crowding of
two lines leading to the very gates of the World's Fair,
the electric cars did their work regularly, swiftly and
safely. What greater test can there be from the public
standpoint than this — sure, safe, swift? The people cer-
tainly demand it; the company stands ready to install.
What, then, blocks the wheels of commerce? As usual,
it is that intelligent and zealous body of aldermen, who
are "protecting" the public from the realization of what
they want and demand. Probably there is less objection
from this august body to the far out lines than to those
which would lead nearest the business district, notably
Clark street. If anything can make Clark street, south
of Van Buren, any more worthy of its favorite title of
"hell's highway," it certainly is not the inoffensive over-
head wire. The fact that all other wires are buried sim-
ply makes the use of the railway wire absolutely safe,
and as for looks — well, the lovers of art are not accus-
tomed to use it as a boulevard, and the majority of
the habitues of the street are in a state of perpetual
coma, which prevents their seeing much at any time.
As a matter of fact, the introduction of rapid transit
would do more to purge the street and make it tena-
ble than any other possible influence. There should be
no hair splitting and red tape delays in promptly granting
the needful authority. Several months must necessarily
intervene after consent is granted, in which to build
machinery, equipment, and erect power houses, and with
the daily monument of successful operation of trolley cars
680
^lA^V\ailw^j\eyic\V'
in the business district of every city in the country, there
would seem no occasion for delay. The objections raised
on account of possible electrolytic action might have had
some weight ten months ago, but with the recent solu-
tion of this problem, it no longer stands as a valid barrier.
TWO verj' unusual and fatal accidents are to be
chronicled this month. One was the bursting of
an old boiler, used to generate power for operating the
feed cutting and similar machinery, at the East Four-
teenth street barn of the Dry Dock, East Broadway &
Batter)', in New York City. A portion of the boiler was
hurled across the street, and five persons were killed and
several injured. As the boiler had been in constant use
for fifteen years, and was of the early day type, the
inference is it had become dangerous through long use
and should have been replaced by a new one long since.
The other and even more terrible disaster was at the
extreme western border of the land, where an electric
car, with twenty or more passengers, plunged from the
Madison street bridge, through an open draw, and into
the deep waters of the Willamette river, at Portland,
Oregon. The extremely heavy fog prevented the motor-
man from seeing the danger until within a few feet of the
brink. Seven bodies were recovered by divers. One
of the unfortunates had succeeded in escaping from the
car after it sank only to be crushed b^' the wheels of the
steamer for which the bridge was open. While an
excuse is claimed for a wet rail, there can be little excuse
for a disaster of this kind. From all accounts the car
was evidently running at a high rate of speed, although
four miles an hour would have been too fast to cross a
bridge in an impenetrable fog, without knowing whether
or not the draw was open or closed. While blame attaches
to the motorman, the company are even more to be
censured. It was the company and not the driver which
undertook, for a consideration, to furnish a safe transpor-
tation; and it was the company, not the driver, which
has the authority as to how the cars are to be operated,
and whose obligation it is to prevent accident, by antici-
pating and so guarding against it. But it does not appear
that any strict regulations were in force requiring con-
ductor or driver to make sure of absolute safety before
reaching the draw, which is liable to be open at any
moment. If the danger light, displayed at the end of the
span next the draw, cannot be seen in fog there should be
a series of red lights extending back to the bridge
approach if necessary, supplemented by electric gongs.
These can be made to operate automatically whenever
the bridge opens, thus affording both light and sound
signals. An approaching car should then not be per-
mitted to cross a dead line, removed at least one or two
span lengths from the draw, until the draw has again
fully closed. Then, if it was ever impossible to control
the car, occupants would at least have a chance to choose
between the dangers of broken limbs in jumping from the
moving car, and the certain death of going into the river.
It would also seem that safety gates of iron or heavy
timber, made to close like the lock gates of a canal.
could be made sufficiently strong to withstand even col-
lision by a car. In addition to all this, a draw span or a
railroad track should never be crossed without the car
first coming to a full stop at a safe distance, and the con-
ductor going ahead and giving a signal to his driver
when it is safe to proceed. The Portland company are
experiencing all the regret that anv humane manage-
ment can, but, vmfortunately, that cannot restore the seven
lives which went out so awfully in the fog and darkness
of those cold waters. The company, and every other
company operating under conditions more or less similar
where such an accident has even the remotest likelihood
of possibility, owe it to their patrons and themselves to
provide every possible safeguard. Then, having exer-
cised all the provision and foresight possible, if death fol-
lows, the officers of the road will be entitled to pity,
rather than censure.
MANHATTAN'S MILLIONS.
AT the annual meeting of the Manhattan Railway
Company, on November 8, Howard Gould and
Joseph Easton were elected directors in place of
Jay Gould and T. C. Earlman, deceased. The report
for the year ending September 30, says that 214,459,217
passengers were carried, an increase of 6,000,000.
Financially this report reads : —
Gross earnings ._ _ _ _.^i 1,1 37,050
Operating expenses 6,210,160
Net earnings _ 4 926,075
Cliarges _._ 2,015.075
Balance _. 2,917,816
Dividend , 1,800,000
Surplus _ ., _ 1,111,816
INSURANCE AND THE TROLLEY.
THE fire insurance men of Chicago, who profess
fears of increased risk if the council permit over-
head trolley wires in the business district of the
city, are respectfull}' referred to the following letter, in
reply to our inquirj? addressed to W. E. J. Deming, city
inspector of electric wires in the city of Minneapolis.
Under date of September 6, 1893, he writes:
" De.\r Sir. — Yours of September 4th to hand, and
noted. My instructions from the committee on railroads
was to report all accidents resulting from wires falling
across trolleys, in order to determine the advisability of
enforcing the ordinance requiring guard wires to be
placed over all trolleys. This list of accidents I can assure
you is ver}' short and of little consequence. The total
results from wires falling across trolleys, since January
I, 1891, are: Three fires, damage practically nothing;
four horses killed; and one man's leg broken, having
received a shock \\h\\e on a pole, which caused him to
fall."
It is proposed to supply the Dundee police force with
portable electric lamps. If this is done, they should be
able to "light out" in time of danger.
(^tied.ll^ailMii^l)^Vlfi^
681
WHERE MADRAS "IS AT."
THE undertaking of the construction of an electric
railway in Madras has occasioned considerable
interest among the technical press, which is
strengthened by the widely separated locations to which
the city is ascribed. One paper places it in Spain, and
another in Ital)-.
Madras is a flourishing city of nearly one million inhab-
itants, and the capital of the presidency of the same name,
which is one of the three of British India. This presidency
contains 21 districts and a population of 25,000,000. The
city of Madras is 870 miles southwest of Calcutta, and
the introduction of the electric road will be one of the
greatest innovations ever attempted in that East India
metropolis.
of the Manchester Carriage and Tramways Company,
o,n Tuesday, said that, with regard to the motive power,
the directors. had seen no reason to make any change.
He stated that Manchester did not want the unsightly
steam cars of Bradford and Leeds, and as to electric
power, they had no evidence yet it was likely to pay.
The directors would, however, seek to pursue a policy
which, while safe, vias progressive."
A lamentable ignorance of electric railway practice is
noticeable in all English technical papers, so that it is no
wonder that the lay brethren are so far away from the
fold. ^^
Mayor Pingree, of Detroit, is re-elected for a third
term. He has become well known, principally as a
kicker.
SOUTH END OF BOILER WHIClf BLEW ACROSS THE STREET.
The Madras Electric Railway has acquired a site for
the erection of a power house and car barns. The latter
will hold 30 cars and be fitted as a light repair shop.
Four sets of Tangye compound, non-condensing engines
of 180 nominal horse-power will drive four Elwell-Parker
dynamos, with an output of 240 amperes at 500 volts.
.Six Babcock & Wilcox boilers will grace the boiler room
and Berryman heaters, pumps, filters, purifiers, and all
smaller adjuncts will add to the modernness of the plant.
Our British cousins do not really grasp the electric rail-
way ideas, as the following from the Electrical Engineer
will show : "Mr. Aid. King, addressing the shareholders
VIEW OF WRECK SHOWING LOCATION OF BOILER.
DEATH FROM A BURSTING BOILER.
ANOTHER fatal accident to be recorded this month,
occurred in New York City, November 2, the
boiler in the stables of the Dry Dock, East Broad-
way & Battery barn, at Fourteenth street and Avenue B,
exploding, with fatal results to five persons and injury to
a dozen others.
The boiler was a small affair of 50-horse-power, and
said to have been tested to 90 pounds pressure. Those
employed at the stable testified that never more than 60
pounds pressure had been employed. The engine driven
from the boiler was used to grind feed for the horses.
682
placet l?^aiWtiy"5^A/l^
The most remarkable incident of the occurrence was
the dislocation of the boiler. It was lifted b}- the force of
the explosion clear of its bed and, parting in the middle,
one-half flew across the street. It struck a tenement
house with a force that was felt throughout the block.
It was here that the most injury was done. A fire alarm
was immediately turned in but no fire resulted.
Our engravings show very clearly the destruction occa-
sioned, as the scene was photographed by the Re\'ie\v
VIEW FROM SIDE OF STREET OPPOSITE CAR BARN, TO WMKH HALF
OF BOILER WAS THROWN.
special artist while yet the police guarded the ruins to
await the arrival of the coroner.
The boiler bed is definitely marked and the deceased
equines in the foreground show plainly. At least twelve
horses were killed and the stable suffered to the extent of
$5,000.
The hospital ambulances and the red cross nurses took
good care of the injured, and before the day was spent,
— the accident occurred at 10 a. m., — much of the debris
was removed. The boiler was an old one, having been in
service fifteen years, and the only wonder is that such an
accident could occur in that portion of the city with no
greater loss of life.
SAN FRANCISCO CONSOLIDATION
COMPLETED.
THE great consolidation in wSan Francisco, of which
mention was made last month, has been perfected.
The new company is called the Market Street
Railway Company and is capitalized at $18,750,000. It
is a consolidation of the following companies:
Market Street Cable Railway Company.
Market Street and Fairmount Railway Company.
City Railroad Company.
Potrero and Bay View Railroad Company.
Southern Heiglits and Visitacion Railway Company,
Park and Ocean Railroad Campany.
Ocean Beacii Railway Company.
Central Railroad Coinpany.
Tlie Omnibus Cable Company.
The North Beach and Mission Railway Companv.
Ferries and Cliff House Railway Company.
The officers now are: Chas. F. Crocker, president;
H. E. Huntington, vice-president: M. D. Stein, second
vice-president; N. T. Smith, treasurer; and J. L. Will-
cutt, secretary and controller.
The consolidation embraces five of the oldest street
railroad properties in the city, notably the Market street,
Omnibus, North Beach and Mission, Central and City
Railroads — the last three never having emerged from
their primitive conditions as horse roads, though the City
Railroad is about to be converted into an electric road.
The Omnibus and Market Street roads have been oper-
ated as cable roads for several years, and are well known
for the thoroughness of their construction.
The total length of constructed and projected roads is
175 miles, of which 6()y2 miles (single track) are now
operated by cable; i8j^ miles by steam motors and 67 J^
miles by horses. It is expected that 15 miles or more of
the present horse lines will be operated by electricity
early next year, with possible extensions to some of the
cable lines.
In his new and larger oflice as secretary and controller,
Mr. Willcutt will be relieved of many matters of detail
which will be handled by Mr. Stein, who will give his
entire time to the duties of acting manager. This will
leave Mr. Willcutt more time to direct important matters
of policy for which his long connection with the Market
Street and other roads marks him pre-eminently the
most experienced man for these large responsibilities,
and for his duties as secretary of the Southern Pacific
Rail Road Company, which office he still holds.
BEATS GEORGE WASHINGTON'S
LITTLE HATCHET.
NOW if the trolley kills birds and little boys, and
brings on paralysis and deafness, and strikes
people with lightning, and is conducive to loco-
motor ata.xia, why should not it kill trees?
M. E. Healy, of 364 Gates avenue, Brooklyn, N. Y.,
writes to Park Commissioner Brower, complaming of the
fact that " trolley wires in front of our residence are kill-
ing the trees."
This letter was promptly referred to Professor L.
Collins, the noted botanical specialist, who says: "I
examined carefully the trees referred to and find that a
small Norway maple stands between two silver maples
(acer dasycarpum). The silver maples are large and
meet over the small tree. Some of the leaves on the
small tree are fading. The same state of things exists
in many other places and far remote from trolley wires.
I doubt that the trolley wire has had any effect on the
foliage. It would be better to remove the small tree."
The general public reasons much on the plan of a
southern planter, who thrashed a darkey for stealing a
ham. The planter said, "A man stole that ham. Sambo
is a man. Therefore, Sambo stole the ham."
The use of funeral cars on the Minneapolis lines is
still a possibility of the not immediate future.
(^lA£ctlF(aiWxi^lf\eym^
683
THE LAKE STREET ELEVATED, OF
CHICAGO.
SATURDAY, the fourth day of November, 1893,
was celebrated by the owners of the Lake Street
Elevated railroad, of Chicago, as the formal
opening of the road, and closing the five years' struggle
for its completion.
At three o'clock, in response to the beautifully engraved
cards, at least one thousand persons gathered at the ter-
minal, to inaugurate elevated transit on the west side.
Five trains, of four coaches each, were provided for the
guests, among which were numbered judges of the
various courts, city officials, rapid transit authorities, and
newspaper men.
was due largely to the efforts of Underwood & Green, of
New York City, who negotiated with M. C. McDonald
and his associates for the construction of the road, and in
the midst of the recent financial stress the enterprise was
carried through by them to completion.
The recent reorganization of the company, placed ex-
mayor John A. Roche in the presidential chair, and Col.
M. H. Alberger in the managerial position. H. B.
Thompson is vice-president, C. H. Deere, G. B. Shaw,
D. W. Campbell, C. H. Knight, Samuel Baker, William
Ziegler and John H. Witbeck, are directors. The cap-
italization is $10,000,000, and the bonded indebtedness is
$6,500,000. Four miles of double track are nearly com-
pleted, and the construction, at present decided on, will
include 7^ miles double track, or with storage tracks
The inaugural trip extended over four and-a-half miles,
or as far as Homan avenue. On the return, an elegant
champagne luncheon was spread for the guests at the
Canal street station, aBd presided over by Col. Alberger-
The Lake Street L Company was incorporated in
April, 1888, and nearly $1,000,000 in stock subscribed
by Col. M. H. Alberger. The rest was taken by a half-
dozen others, and the ordinance passed the same j'ear-
On December 18, 1889, the first of the heavy iron sec-
tions was put in position at the corner of Lake and Clin-
ton streets. In quick succession, five rival companies
.•iprang into existence, four of them, well backed by cap-
ital. These all were bitterly opposed to the Lake street
franchise, but the rights, in full, were finally obtained for
the length of Lake street and a down town terminal at
the corner of Madi.soii and Market streets, with the right
to cross the Lake street bridge. At this point is the only
curve in the entire road. The financiering of the road
and siding, 17 miles of single track, rutming from the
corner of Madison and Market streets to the western city
limits.
The contractors for the structure, were F. L. Under-
wood and Willard R. Green, to whom great credit is due.
CROSSING THE RIVER.
The most unusual feature in connection with the road,
and what for a long time threatened its possibilities of
getting over into the business district, was the problem
of crossing the Chicago river. By working jointly with
the city officials, the foundati6n supports were
strengthened and a new draw table installed, at which
time electricity was adopted in place of steam for turning
the draw. The draw span was also rebuilt and greatly
strengthened, to admit of an upper deck for carrying the
track, and safety interlocking devices added which effec-
tually act to block the line when the draw is to open.
684
(^tied.li^aiUv2iy-5^yleW*
THE STRUCTURK
is not especially' graceful or airy, but is said to be the
heaviest yet erected. It is o£ plate girder, except at tiie
bridge. The columns, which are of two channels placed
face to face, with lattice connections, are set at the curb,
and support a heavy cross girder, which spans the street
at a height of 20 feet above the roadway.
The outer channel of the column overlaps the end of
the cross girder and extends to the top chord. The col-
umns contain approximately one ton of iron each, includ-
ing the cast foundation capping. Each cross girder is
48 feet long by 6 feet deep and weighs 13 tons. The
spans average 117 to the mile. On these cross girders
rest four lines of longitudinal girders, each 45 feet long
and sH ^^^^ deep, and weighing approximately 7000
pounds each. These are placed over the middle of the
street and carry the two tracks, with room left for an
extra track on either side, affording facilities for four
tracks should they ever be required. The factor of
safety is seven. The longitudinal girders are riveted
through the web of the transverse girders, expansion
pockets being provided at every fourth span. The longi-
tudinal girders are sustained by cross lacing, and the
track system acts as a further tie, each sleeper being
attached transversely to the two longitudinal girders by
a hook bolt engaging under the outer flange of the top
chord of each longitudinal girder, and also extending
through a 6 by 8-inch guard rail. A 6-inch guard rail
on the inside is fastened by lag screws to each alternate
tie. The track rail is 76 and 80-pound T, made by
the Illinois Steel Company. It is laid a little inside the
longitudinal girder, thus allowing for elasticity in the ties.
The structure is forty-eight feet wide, stretching from
curb to curb of Lake street, and is underrun its entire
length by the Lake street horse cars.
STATION.S.
The stations are not all yet entirely completed, but are
sufficiently advanced for use. They are located at Madi-
son, Randolph, Canal, Halsted, Morgan, Sheldon, Ash-
land, Wood, Robey, Campbell and California. As the
extension proceeds additional stations will be established.
The depots are ornamental structures, with the usual
arrangements for ticket selling and handling of passen-
gers, and all lighted with electricity.
THE ROLLING STOCK
at present on the ground, or rather above the ground,
includes 25 two-cylinder compound locomotives, built by
the Rhode Island Locomotive Works, Providence, and
125 passenger cars from the Gilbert Car Company, Troy,
N. Y. The selection of the compound type of locomo-
tive was a direct change from the original plan, and
would seem to settle the question hereafter where steam
is to be used for elevated work. It is a matter of regret,
however, that electricity was not chosen, since the suc-
cessful operation at Jackson Park so fully demonstrated
the ability of that agent for the work. The engine com-
plete weighs 60,000 pounds; length over all 24 feet;
diameter of drivers, 44 inches; cylinders, high pressure
13, and low 21 inches by 18 inches; diameter of boiler,
44 inches; steam pressure, 180 pounds; and tank capac-
ity, 700 gallons. The engine may be run simple or com-
pound at the will of the engineer. Hard coal is used.
The coaches are of the standard type, and are finished
in mahogany, with light colored veneered ceilings. The
windows are extra wide, and
the Pintsch gas system is sup- ,«^^^>^
plemented by four oil lamps on
each side, for emergency use.
Cars weigh 14 tons each and
are steam heated by the Mor-
ton system; trains run on three
and five minute headway. Cars
run at short intervals from 4:30
until I a. m., and less frequently
durmg the balance of the night.
The storage yards will be in the vicinity of Forty-fourth
street and the Belt line.
The safety of the public is assured by a complete set
of signal devices, and from the fact that R. I. Sloan, for-
merly of the Alley L, has been engaged as chief engi-
neer cf the line. On the first day the line was open for
traffic .■;o,ooo passengers were carried, which however,
naturally included a large number of curiosity riders.
THE CHICAGO RAIL BOND.
AMONG the great variety of worthless trash known
as rail bonds the "Chicago" rail bond, invented
by H. R. Keithley, of the Chicago City Railway,
stands out as one of the few types which can be
thoroughly depended upon. It has been clearly pointed
out many times recently that the rails are good enough
conductors to make a good return, and that the real need
is for a heavy bond and more
than all for a good bond connec-
tion with the rail. This is accom-
plished in a very substantial man-
ner in the "Chicago" bond. From
one piece of copper a bond is rolled
with thimble or tube shaped ends.
These ends being inserted in the
holes, the edges of the tubes are
bent back to temporarily hold the
bond in place and an iron plug is
riven in the tube. This plug mani-
festly expands the soft copper tube
so that it makes a moisture proof
contact, and at the same time
one of large area. The principle of expanding a tube to
fit a hole is the same as that used in putting in boiler
flues, and if it is possible to expand an iron flue to a water
tight fit it is evident that a soft copper tube can be so
expanded. This bond has been adopted by the Chicago
City Railway. Letters of inquiry to the inventor should
be addressed to H. R. Keithley, care Washburn & Moen,
107 Lake street, Chicago.
<^\MjdrJr{aiiWwf\}^^
685
PERFORMANCE OF THE CHICAGO CITY RAILWAY'S ELECTRIC PLANT AND EQUIPMENT.
THE figures published from time to time on the per-
formance of both large and small electric railway-
plants, have been in a measure unsatisfactory
both to the manufacturer and prospective builder, for the
reason that the plants under test have nearly always been
equipped with some pieces of apparatus that are not up to
date. The figures here published on the performance of
the electric plant of the Chicago City Railway, can not
fail to be of great interest, as the entire plant from boilers
to motors is equipped with the latest and most improved
apparatus. The figures on the performance of the
motors were obtained under the supervision of Electrician
BOILERS OPERATED.
Five 72.X20 tubular boilers, equipped with the Murphy
smokeless furnace. Average steam pressure, 95 pounds.
Boilers evaporating 7^ pounds of water per one pound
of screenings, costing $1.50 per ton, delivered at the
power house.
ENGINES OPERATED.
One pair 24x48 high pressure, improved Wheelock
engines, equipped with the Hill valve, running 100 revo-
lutions per minute. The average consumption of water
per horse-power hour was 28 pounds, and thereby
developing a horse-power with 3^^ pounds of screenings.
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G. W. Knox. The data on power plant work are fur-
nished by Chief-engineer Robert J. Hill.
The conditions under which the electric lines have been
operating the past summer are very similar to those on
the City Railway's cable lines, viz.: heavy traffic and
smooth road-bed, with but few grades. Motor cars were
run with one, two and sometimes three trailers. As
might be expected, the results show that the greater part
of the difference between the cost of operating cable and
electric lines is due to the widely different conditions of
traffic. The more nearly the environment of the elec-
tric road corresponds to the cable, the more nearly do the
costs of operation correspond.
The following is the report of Chief-engineer Hill, on
the performance of llic plant '-Chicago Hay," October 9,
1893:
GENERATORS.
Two, No. 6, Westinghouse multipolar generators, each
of 1,000 ampere and 550 volt capacity, running 300
revolutions per minute, operated with the Hoadley
Brothers' compound wind system of rope transmission,
using i]4 inch manilla rope.
C.A.RS IN SERVICE.
Fifty-one double equipped Westinghouse single reduc-
tion motor cars. Each motor, 25-horse-power capacity.
Ten single equipped Westinghouse single reduction motor
cars. Each motor, 25-horse-power capacity. Forty-nine
trains with single trailers, and twelve trains with double
trailers, making a total of 134 cars.
The reading of the instruments, taken at regular inter-
vals of thirty minutes, from 7 a. m. until 12 p. m., show
the following results;
Average voltage at station 540 $1.50 per ton is $.003 per car mile and $.0059 per motor
Minimum amperes _ 600 -i rrii u i* *t- i ^^ c
,, . *^ car mile. 1 hese we believe are the lowest figures ever
Maximum amperes i)7oo ...
Average .. , 1,035 published on this item, and they do not compare unfavor-
Minimum horse-power developed at station 548 ably with Cable roads. The efficiency is due to a combi-
Maximum horse-0ower developed at station 1,40^ .-■ r r • ^ • * 1 1 i. i. i
^ , ,.,,,. Zoi nation of favoring circumstances — large plant, good track.
Average horse-power developed at station SSS ^ o r »& 7
. . . small line drop, good ground return, and last, but not
The following is a comparative table illustrating the 1 ^ ^ ^u 1 u r ^ -i rr.i ■ r
^ , . ^ least, to the large number ot trailers. 1 he increase of
difference between September g, an ordinary World's ., „ /-i ■ t-> » r ,r ^ t -1
„. , ,^ , ^. . -r^ „ ,,,,,,. car mileage " Chicago Day of 16 per cent, due simply to
Fairday, and October 9, "Chicago Day " at the World's ., ■ c » -r -i j j ,. 1 • 1
-" ^ b J t.he increase ot trailer mileage, decreased the electrical
horse-power per car by about 6 per cent.
Sept. 9 Oct. 9. n j- u j
Number passengers iiauled 124,004 208.575 Proceeding now to the data On motor car performance,
" motor cars in service 61 61 worked out by Electrician Knox in the face of e.xtra duty
" trailer cars in service 45 73 called for by the World's Fair travel, we find first a most
" motor car miles. 5,812.5 5,8125 . ■ 1 , • 1 , .,
•• trailer car miles 3,740.6 5,458.5 interesting development m regard to double, as against
Total number car miles 9,553 11271.0 single motor equipment. The following table gives the
Average car miles per car 90.1 841 average of readings taken on two cars working under the
Rated horse-power per pair engines, maximum.. 1,000 1,000 ,...,,. , ,
" generators, maximum... 1,400 1,400 Same conditions, VIZ. : pulhng a seven ton dead motor car
Duration of test at power house (hours) 21 17 over Thirty-fifth street.
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Average amperes at station ._ S75 7 1,035.0
" voltage" " 524.9 5400
" electrical horse-power out-put at station 616.1 749-1
" horse-power developed by engines 7^oo 888 o
" amperes per car 8,2 7.7
" electric horse power per car 5.8 55
Note. Tracks in excellent condition. Four grades of about 5 1; per
cent on lines, each 750 feet long. Length of single track road operated,
28 $i miles.
This report demonstrates the fact that has already been
recognized in but an indefinite way, that increasing the
carrying capacity by adding trailers does not increase the
power required in proportion. In other words, adding
trailers to every motor doubles the capacity, but does not
double the power taken. This in itself is a potent argu-
ment against the proposed practice of running elevated
trains with a motor on each car, even were there no other
considerations.
Under the head " engines operated," the report states
that the coal consumed per horse-power hour was 3.75
pounds. The " Chicago Day" average indicated horse-
power is given as 888. According to this the coal con-
punied for the 17-hour run would be 23.1 tons, which at
SINGLE vs. DOUBLE MOTOR EQUIPMENT.
GOING WEST.
DOUBLE. SINGLE.
Average amperes 21.8 25.2
Average car voltage 4701 4748
Average electrical horse-power 13.7 16.0
Time of trips (minutes) 20.5 20.5
Distance (miles) _ 3.0 3.0
Voltage at station 5009 501.7
Stops made 2 2
GOING EAST.
DOUBLE. SINGLE.
Average amperes __ 22.2 23.0
Average volts 467.6 4718
Average electrical horse-power _ 13,9 14.5
Time of trips (minutes) 17-25 17-25
Distance (miles 3.0 3.0
Voltage at station 500.0 501-5
Stops made 3 2
These results will be a great surprise to many, as it
has always been supposed that the single equipment was
the more economical on light loads. It may be argued
that the single equipments were never intended to pull
trailers, but the current consumed in both cases was
rather small, and on the whole the showing for the single
^lyicetl^iUvay'lJ^Vlcv/
687
equipment is rather poor. If the single equipment fails
to show its economy under favorable conditions, what
will be the case under unfavorable ones ?
Figure i is a curve plotted from readings on a double
motor car pulling one trailer in regular service. Figure
the motors under different conditions. The current taken
will be found to average higher than with the old style
double reduction motors.
The line drop of the system is very small. Readings
taken simultaneousl}' at station and centers of distribution
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2 is from a similar car pulling Ivvo trailers in regular
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and carr3ing 221 passengers. Figure 4 is from a double
motor car pulUng a dead motor car. Figure 5, which
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ever^^ fifteen seconds for a period of fifteen minutes,
when the traffic on the system was medium, show an
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On Forty-seventh street, 4,400 feet from the power house,
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READINGS TAKEN ON ONE DOUBLE MOTOR
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car equalize, will be a surprise to many a railway elec-
trician who has had experience with double motor car.s in
which one motor tried to act as a dynamo.
These curves are taken at random from a large num-
ber and are fairly representative of the performance of
volts drop. On Thirty-fifth and Wood streets, 22,000
feet from power house, 100 amperes flowing, 4 double
motor cars on section, 38.7 volts drop. On Thirty-fifth
street and Wentworth avenue, 12,760 feet from power
house, 250 amperes flowing, 4 double motor car.s on sec-
688
(^tMid'if{aA\^ja^u^^^
tion, 33.8 volts drop. On Sixtj'-third street and Sherman
avenue, 12,320 feet from power house, 250 amperes flow-
ing, 8 double motor cars and 8 trailers on section, 41.8
volts drop. On Sixty-first street and Cottage Grove ave-
nue, 11,440 feet from power house, 350 amperes flowing,
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13 double motor cars and 13 trailers on section, 35.5 volts
drop. On Sixty-third street and Sheridan avenue, 15,840
feet from power house, 180 amperes flowing, 7 double
motor cars and 7 trail cars on section, 40.8 volts drop.
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FIGURE 6.
On Sixty-third street and Stony Island avenue, 18,040
feet from power house, 200 amperes flowing, 7 double
motor cars and 7 trail cars on section, 50.9 volts drop.
On Sixty-first street and Washington avenue, 16,380 feet
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from power house, 400 amperes flowing, 13 double motor
cars and 13 trailers on section, 53.7 volts drop. Average
drop at centers of distribution of sections, 7.4 per cent.
Figures 6 and 7 are curves plotted from voltage readings
on the lines.
LONG DISTANCE TRANSMISSION AT
NIAGARA.
THE Cataract Construction Company, which is con-
structing the great water power plant for utiliz-
ing a part of the power of Niagara, and whose
movements have been watched with interest by all those
engaged in electrical pursuits, awarded the contract for
electrical generating apparatus to the Westinghouse Elec-
tric & Manufacturing Company on October 28. The
system used will be the two-phase alternating system,
which has been advocated by the company for some time
for use in general light and power transmission. That
the two-phase system would be adopted was to be
expected from the remarks of the Cataract Construction
Company's consulting engineer. Professor George
Forbes, at the electrical congress last August. The
great electrical manufacturing companies of America
sent in plans and proposals advocating the method they
preferred, all of which received verj' careful attention
at the hands of the company's engineers, with the above
result.
The two-phase or Tesla system of alternating current
transmission is that exhibited by the Westinghouse Corn-
pan}' at the World's Fair. At Niagara the three 5,000-
horse-power 2,000 volt alternators, called for by the con-
tract, are to be mounted to revolve in a horizontal plane
directly on the turbine shafts. The field coils will
revolve and the armatures be stationary. In the two-
phase system each dynamo generates two separate alter-
nating currents. These currents differ in phase 90
degrees, that is, at the time one of them is maximum the
other is zero. For lighting purposes each of these cur-
rents is utilized separately by running the ordinary two
wire alternating mains. Where it is desired to run
motors, the four wires carrying the two dynamo currents
are connected to a two-phase motor of the Tesla type,
where the two currents produce a rotating field, which
drags the motor armature around after it. These motors
are self starting, in contradistinction to the S3'nchronous
single-phase alternating motors, which are the only large
single-phase alternating motors on the market to-day,
and which must be run up to speed before the current is
turned on. By using a two-phase current, rotating trans-
formers can be run, giving out continuous current for
electric railway or other purposes. These rotating trans-
formers are of about the size of generators of the same
capacity. The voltage of the Niagara Falls dynamo
being 2,000 to 2,400, it will be necessary to use step up
transformers to raise the current to a pressure more eco-
nomical for transmission. What this pressure will be has
not yet been announced, but will probably not be under
15,000 volts, and may be very much higher. It would
not be surprising if street railways near Niagara would
be among the first large power users to patronize the
Cataract Construction Company's power. The change
would mean simply the abandonment of the steam plant
and the substitution of rotary transformers for the gener-
ators.
^ftjwd^^f^^Jiht^^J^w^
G89
NIAGARA FALLS PARK & RIVER RAILWAY.
THE opening to traffic of the Niagara Falls Park &
River Railway last June, marked a distinct
advance in electric railway practice and a new
era for sightseers around Niagara Falls. The road is a
Canadian enterprise and is built entirely on Canadian
soil, following closely the Niagara river for a distance
of II yi miles between Queenstown and Chippewa,
affording a \'iew of falls and river that can be obtained in
the road, aside from the electrical features, is very similar
to that of a steam road. It follows the edge of the bluff
so closely that nowhere is it more than sixty feet from
the edge. To do this it was necessary to go over gov-
ernment land, and about $10,000 per annum is paid for
this privilege. A good idea of the scenery along the line
can be obtained from our engravings.
The road is ballasted with broken stone, quarried
SCENES ALONG a'UE NIAGARA FALLS PARK AND RIVER RAILWAY.
no other wa}', not even by patronizing the exhorbitant
hackman, who has so long held sway in this vicinity.
The promoters of the enterprise are all well known
Canadian business men, the officers being president, E.
B. Osier, Toronto; vice president, William Hendrie,
Hamilton; secretary, R. A. Smith, Toronto; general
manager, W. A. Grant, the latter being formerly with the
Grand Trunk Railroad. The mechanical and electrical
engineer is W. Phillips. The road and water power
plant are built according to the plans of W. T. Jennings,
civil engineer of Toronto. The general description of
along the way. Fifty-six pound T rails are spiked to
cedar ties 2 to 2}^ feet centers. Curves are somewhat
sharper than those permitted on steam roads. Guard
rails and braces are provided at curves. The heaviest
grade is near the northern terminus at Queenstown,
being lyi miles long, varying from 3 to S}^ per cent,
and ascending 346 feet.
The trolley lines and feeders are supported on side
bracket poles, iron in the park and wood the balance of
the way. The trolley wire is No. 00 hard drawn
copper. It is sectioned, each section being fed in the
690
(^i)ljiMlJ\aii\^
middle, and several sections being fed from one feeder.
The iron poles in the park are surmounted by a cluster
of five 32-candle-power lamps. It has been decided to
thoroughlj' ground these iron poles, because leakage
through the insulators creates a difference of potential
INTERIOR vlfc,W OF TURBINE.
between the cement-set pole and the ground, which has
a stimulating effect on people leaning against the poles.
Twenty turnouts were installed originally, but owing to
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EXTERIOR VIEW OF TURBINE.
the enormous traffic that came to the road the past sum-
mer, it has been decided to double track it the entire
length.
The average schedule time is eight miles an hour, to
give opportunity for sight seeing. The distance has
been covered, however, at the rate of twenty-four miles
an hour. The motor car equipment consists of ten
double truck obstrvation cars, ten 2S-foot open cars,
three box cars, one parlor car and one baggage car.
These are all mounted on McGuire trucks and furnished
with two W. P. 50 motors, made by the Canadian General
Electric Company, at Peterboro, who supplied all of the
electrical apparatus. In addition there are eighteen trail
cars. Bodies were all built by Patterson & Corbin, of
St. Catherines. The wheels have the unusual flange of
ij^ inches, with 2}i inch tread. They are 33 inches in
diameter.
There are two power houses. The one at Queens-
town is intended merely as a relaj', to help, if necessary^
on the lieavy grade at that point. It is a steam plant.
The greitest interest centers around the main station,
which derives its power from the Niagara river. The
THE SI'EED REGLLATOR.
head of water is fifty-seven feet. The vertical turbines-
made by W. Kennedy & Sons, of Owens Sound, Ont.,
are known as the "New American." They run at 221
revolutions per minute, and are geared to the line shaft
by mortise wheels and pinions. Only one is used at a
time, the capacity of each being 1,000-horse-power.
Three multipolar 200-kilowatt generators are in place at
present, and are shown in our engraving. The whole
plant has been build with an eye to extension.
SPEED AND VOLTAGE REGULATION.
Every engineer of a water power plant who reads this
article will inquire, "What is the method of speed regula-
tion?" that being the great problem in all water power
electric railway plants. The device now being used has,
according to the testimony of the consulting engineer,
Mr. Jennings, proved itself very useful. It is the inven-
tion of E. A. Barber, electrician of the Watertown, N.
(^{jwd^v^^aAWayu^imT
(591
Y., Street Railway, at which place it has been in use six
months, where it has worked perfectly, requiring almost
no attention. In this method the speed is kept constant
b}' automatically throwing in a dead resistance, when the
the load is small, and throwing this resistance out when
the load is large. In the engraving, i is the generator,
and 2 and 3 the mains. The regulating resistance, 4, is
thrown in and out by the contacts, 6 and 7. A solenoid,
16, is connected across between the mains, and hence its
pull will vary with the voltage. When the voltage rises
above a certain point, the iron core, 17 (which is normally
held by the spring, 18), is drawn down, so that contact is
made between 19 and 20. These contacts short circuit
the coil 10, which is in parallel with the mains through a
high resistance, 15. The coil, 10, being short circuited,
the iron plunger, 9, is let down, the contacts 6 and 7 come
together, and the load of dead resistance is thrown in.
POWER HOUSE AND INCLINE RAILWAY.
A piece of iron, 12, is put on top of 10 to assist in lifting
the iron core, 9, and also to act as a stop when it is lifted.
It is manifest that a number of these regulators can be
used and adjusted to different voltages, so that more
resistance can be cut in with each rise of voltage.
It has been found necessary to make the contacts of
carbon, to prevent injurious arcing. The many unsuc-
cessful attempts that have been made to regulate success-
fully with water power make the results attained by this
device especially gratifying.
INCLINE UAILWAV.
The incline railway run by the company at the whirl-
pool rapids is operated by hydraulic power, but it is
applied in a rather peculiar way. The cars, which hold
twenty people, have large tanks under the seats. One
car goes up while the other goes down. The difference
in weight is compensated for by running water into the
tank. Two cables, one three-fourths and the other seven-
■ eighths of an inch in diameter, run over a drum at the
top, the controlling being done by a friction brake on
this drum. As there is plenty of water at hand, this is
probably the best method for the place. The length of
the incline is 270 feet and the grade is 40 percent. The
ascent occupies a minute.
The effect of opening the road has been to very largely
divert the tourist travel from the American to the Cana-
dian side, which condition bids fair to continue unless the
steam road to Lewistown, — which will be remembered
by delegates to the Buffalo convention — adopts electricity
in place of steam. This it can easily do and at compara-
tively small expense.
RAIL BONDING.
BV H. R. KEITHLEY.
THE problem of rail bonding is not a question of
first cost, it is a question of efficiency and perma-
nent maintenance, for the expense of labor alone
for rebonding the track is three or four times the first
cost of copper. That is making the liberal allowance of
$200 per mile of single track as first cost of copper for
bonding a railway fine with No. 0000 copper bonds. If
the track is properly bonded with No. 0000 bonds the
bonds will last as long as the rails. But if No. o bonds
are used, costing $100 per mile of track, and required to
do the work of No. 0000 bonds, the No. o bonds having
only half the conductivity, will carry only half the current
carried by No. 0000 bonds, and will furnish sufficient
resistance to force the other half of the current into the
earth. This leakage of current into the earth from the
No. o rail bonds will cause their rapid destruction by elec-
trolytic action, whereas the No. 0000 bonds would carry
the current without leakage and they would not be
destroyed by electrolytic action, and if properly con-
nected into the rail, so that there would be no resistance
at the joint, the No. 0000 bond would certainly last as
long as the rails. But the No. o bonds would be
destroyed in from three to five years and the cost of labor
alone, for rebonding the track, taking up pavement and
replacing it, would be from $600 to $800 per mile of
single track, which is from three to four times the first
cost of No. 0000 copper bonds, which is $200 per mile.
Experience has fully demonstrated the correctness of this
statement, for it is well known that all electric railways
which bonded with No. 4 wire two or three years ago, are
now obliged to take up the paving and rebond their
track, at a cost of from $600 to $Soo per mile of single
track for labor alone. The system of grounding the
track at intervals is not here considered, for the reason
that electrical engineers and street railway managers are
convinced by experience that the earth return must be
abandoned and the return circuit must be confined to the
rails entirely, if possible, by use of heavy copper rail
bonds, in order to prevent destruction of gas and water
pipes by electrolysis, which is the direct result of using
the earth for a return, and in order to prevent the
destruction of their rail bonds by electrolj'tic action,
resulting from the use of small bonds, capable of carrying
only a small proportion of heavy electric railway cur-
rents.
The Chicago City Railway magnificently helps out the
Columbian museum project by subscribing $50,000 cash
and 10,000 shares of Exposition stock.
692
(^1yiectl^(ail*Vayj^A/m/
VERTICAL CROSS COMPOUND ENGINE.
THE accompanying illustration represents a vertical
engine, designed by the Ball Engine Company,
Erie, Pa., and adapted especially for electric
lighting and electric railway service. It will be built in
various combinations, viz.: cross compound, triple and
quadruple expansion. The view shows a cross com-
pound vertical engine, the high pressure cylinder of
which is i6 inches, low pressure cylinder 28 inches,
stroke 16 inches, revolutions 240.'
In the design of this engine, the builders have retained
all the features of strength and solidity possessed by
their well known
well built. The use of large and accurate tools in its
construction allows the operation on each part to be orig-
inally perfect in itself: is adapted for hard and constant
service in the most trying situations, and is claimed that
for an equal transmission of power, either as a steady or a
widely intermittent quantity, it has no superior.
CARRIED STOLEN REGISTERS.
A
r,/ /fp'^ M
horizontal engines,
with the same degree
of accessibility.
The engine being
of the enclosed form,
has not only the ad-
vantage of cleanli-
ness, but by its man-
ner of construction,
all parts are readily
reached. For in-
stance the shaft
boxes may be remov-
ed and the shaft taken
out without the dis-
turbance of any
other part of the en-
gine, and with the
greatest facility and
ease. The valves
are simple and dur-
able. As originally
fitted up they are ab-
solutely steam tight,
and owing to their
construction continue
to follow up their
wear without anj'
outside attention.
The valve driving
mechanism is very
simple and designed
so that all necessary adjustments may be speedily and
safely accomplished by attendants of average ability.
Internal condensation is reduced to a minimum and
compression used to its greatest point of economy. The
crank shaft is a soUd steel forging, from end to end, of
ample proportions, and the crank shaft bearings are
adjustable for wear. It is claimed for the governor, that
it will give practically perfect regulation, with almost
entire freedom from wear and unequalled quickness of
action. It is economical and cleanly in the use of oil,
simple and durable, and noiseless in operation.
The engine, from a mechanical standpoint, is well
designed as to distribution of materials, and is thoroughly
ff : rYi -m, ,T,
BALL VERTICAL CROSS COMPOUND ENGINE.
CINCINNATI conductor will soon have as wide
and as varied a reputation as a Philadelphia law-
yer. No less than three times within the last six
months has it been chronicled that Cincinnati conductors
have been " called
short" in the day of
reckoning.
One day last month
Superintendent John
Harris and a squad of
inspectors found that
a nice new scheme
had been hatched up
to beat the company.
The registers are of
the portable type, and
the very simple
method taken was to
quietly steal a few of
them for use on the
line on certain trips.
One of the suspected
conductors was ap-
proached and order-
ed to deliver up the
missing machine-
This he reluctantly
did, and displayed an
exact mate of the
legal fare counter.
A more thorough in-
vestigation showed
that a number of the
registers had been
appropriated. The
conductors on whom
the missing registers
were found were arrested for larceny of the registers.
The change boys of the Louisiana street stables of the
Indianapolis street railway company, took a sudden notion
to dictate terms to the barn boss. The barn boss took a
notion to dictate to the boys, and five change boys are
looking for jobs.
Once more the Keeley motor threatens to mote.
Another assessment of the stockholders is the only thing
that will obviate the great danger. Like compressed air
and compressed nerve, the Keeley motor seems to have
no cure, not even old Time.
(0^liect J\aiWciy li^A/lcW'
693
PHILADELPHIA'S BAD BOYS.
BAD boys and good electric cars are two things
that Philadelphia has on the most progressive
and metropolitan order. The cars are of the
Westinghouse brand, but the boys are just boys.
Not long ago a car was bowling along a street recently
excavated and torn up, preparatory to that mysterious
process known to the street commissioners as "repairing
the street." The car held a number of Philadelphian
A RIVER ROAD.
JUST across' the Ohio river from Wheeling, W. Va.,
are three or four of the liveliest little towns in the
great commonwealth of Ohio. They are by name,
Bellaire, Bridgeport. Aetnaville, West Wheeling and
Martin's Ferry. They are no more three little towns, but
rather one large interdependent and intercommunicated
municipality, by the grace of the Bellaire, Bridgeport &
Martin's Ferry Electric Railway.
SCENES ON THE RIVER ROAD.
shop maidens and shoppers. As the car stopped at a
corner to deposit a woman and three bundles, a most dis-
tressing shriek came from under the cars. " Oh, me
legs, me legs! Take dat car off'n me," came the yell.
The women cried, some fainted, and one or two men
showed signs of getting pale. The passengers bounced
off, one and all. Then four boys crawled out from
a temporary culvert beneath the tracks. " Hully ge!"
puffed one of the rascals; " we gub dem de shivers dat
time." And then they acquired a Chicago move and got
ahead of Philadelphia policemen by four laps and a fur-
long, while the passengers tried to force their hearts back
into their accustomed places.
The franchise for the road was obtained by J. K. Jolly,
of Beaver Falls, Pa., who has, through his energy and
ability, consummated his labors by opening to the public,
August 29, eleven miles of road through a densely popu-
lated county centering at Wheeling. The franchise was
granted March 22, 1893, and the road built in the follow-
ing five months, in spite of the depression of business and
gloomy prospects.
On the opening day the two young sons of Mr. Jolly,
Eugene and Erskine, aged respectively eleven and five
years, acted as motorman and conductor for the first car.
Both were attired in uniform and we introduce them to
our readers as future street railway men of prominence.
A RrVER ROAD POWER HOUSE.
In Boston, "sacred Boston," Joseph Cook calls it,
charitable people dispense street car tickets to poor
invalids, so that in lieu of carriage rides the afflicted may
ride about the suburbs free. The privilege is abused
.shamefully, however, and many able bodied rascals, who
probably rol) the weak, present the tickets.
The eleven miles of railway owned by the company
are laid with Johnson girder, 3^ miles of 83-pound
and 'jj4 miles of 63-pound rail. The gauge is 5 feet 2
inches. The maximum grade is 4}^ per cent.
The rolling stock is built by the New Castle Car &
Manufacturing Company and consists of twelve cars, 18
094
(ptlQjd'J^aih^i^^
foot body each, and 26 feet over all. These are equipped
with two Thomson-Houston i5-horse-po\ver motors each,
and run on 33 inch wheels. The power station repre-
sented in our engraving is a brick structure with stone
trimmings, with dimensions 85 by 60 feet. Here are
enclosed three engines of the well-known Buckeye type.
Two of them are of 175-horse-power, and one is 125.
The engines are giving the best of service, smooth run-
ning and efficient. The three 150-horse-power boilers
were built by R. Munroe & Son, of Pittsburg. The
generators are three in number, two 150-horse-power and
one 80, belt driven from the Buckeye. The generators
are of the Thomson-Houston pattern.
Besides the number of towns connected by the river
EUGENE. J K JOLLY. ERSKINE.
road there is 'a traffic arrangement with the Wheeling
road which makes it possible to transfer passengers
across the Ohio to Wheeling. The country through
which the line passes has a large manufacturing popula-
tion, besides a goodly agricultural foundation to keep up
the sinews of war.
The signs of the times, rightly read, say that the River
Road, the Scranton & Carbondale and the half dozen
other inter-connecting lines, will at no late date, solve the
problem of city life that so much troubles our latter day
philanthropists; and prove the greatest and truest servants
of mankind to be those who build electric railways mak-
inii- the city the country, and the country the city.
ENGLISH FARE RAISING.
OUR British brethren, when they have a hard time
and people refuse to patronize the omnibus
svstem, don't cut expenses; they simply raise
the fares. On September 18, the London General posted
a schedule of fares and the public simply had to grin and
bear it. The "pirate" busses, those run by private
parties, are reaping great benefit from the advance, as
they continue to carry for one penny.
The Levant Herald, published at Constantinople is
authority for the news that a line of street railway will
be run along the right bank of the Tigris, from Bagdad
to several villages. Too bad that Noah and Job didn't
live to see progress in this region and make something
off of town lots!
WHERE CONDUCTORS COME FROM.
VICISSITUDES of wealth, power and pride are
nowhere more apparent than on the back plat-
forms of the larger eastern street railways.
Every trade, profession and calling is represented. Doc-
tors and bakers, merchants, lawyers and undertakers are
plentiful.
Colonel Fletcher, of New York, who appoints the con-
ductors, gripmen and drivers, has a number of amusing
incidents to tell of the ups and downs of his appointees.
"I once had a conductor on the Broadway line," said
he, "who was formerly of Governor Hill's staff. He was
a wealthy lumberman of Albany, but became engrossed
in politics to the detriment of his business, his reputation
and his health. He was ruined and came to New York
to recoup. He drifted into Wall street and lost all he had
left and then went onto the rear platform. He worked .
all winter but finally secured a position more to his taste
and is now prospering.
"A man who was once a wealthy South Carolina planter
came into the office and asked for a place one day. He
had lost his property in a legal fight and had to begin the
world over again. I know another ex-conductor who is
now a county treasurer, and still another who is proprie-
tor of a Saratoga hotel."
PHILADELPHIA TRACTION COMPANIES'
PLANS.
ABOUT as revolutionizing changes in street railway
matters are going on at present in Philadelphia
as in any large city in the Union. Both the
People's Traction Company and the Philadelphia Trac-
tion Company are prosecuting plans for electric systems
on a large scale. The Philadelphia Traction Company
will use Westinghouse apparatus throughout and will
build a number of power houses to supply its various
lines. The Peoples Traction, in contrast to this, will use
General Electric equipments and build one large central
power station for the whole road. At this station it is
intended to use three 2,000-horse-power AUis engines,
with armature directly on the shafts, patterned after the
big unit which attracted so much attention at the Intra-
mural power house, Jackson park. The greater part of
the feed wire will be put underground; the conduits being
terra-cotta, set in Portland cement. The ground return
will be assisted by insulated feeders run to points along
the track. The construction is under the supervision of
T. H. Mclntire, the chief engineer of the Peoples
Traction Company.
The Evansville, Ind., electric, has an officer by the
name of Cash. Must be mighty handy to have him cir-
culating round the office these days.
A MIRACLE was performed at the terminus of the Po-
dunk & Pigville Horse Railroad, the other day, when
the superintendent turned his horse into a barn.
(^^l^id.j\aiWav9\eVlcW*
095
MAC ADAM A SCOTCHMAN.
MAC ADAM, whose name is immortalized in the
Mac Adam pavement, was born in Scotland,
spending a part of his youth in the United
States, and afterwards retilrning to Scotland. The suc-
cess of the macadam pavement is due to two principles
insisted on b}- the inventor. The first was that paving
should be made as flat as possible, the center being very
little above the sides. This was done because the ten-
dency is to drive in the middle of a road on which the
crown is high. The other principle was that a road
should be made of angular blocks, which would interlock
and make a smooth surface, instead of round pebbles,
which are constantl)' in motion.
The total cost of constructing a 1 6- foot macadam road-
way in America is in the neighborhood of $3,000 per
mile.
A LADDER ON WHEELS.
AN English firm must be given credit for putting on
the market the ladder here illustrated, which ought
to prove a very valuable appliance to the majority
of American electric plants. It may be said to occupy a
position between the tower wagon and the step ladder.
It is simply a ladder on wheels. Its height can be varied
from 10^ to 27"^ feet, according to the lineman's desire.
It can be detached from its carriage, or passed under a
6]^ foot door. The cart has a bo.x for tools, and taken
altogether, the combination ought to save much labor
and profanity.
Much of the work which now requires two men and a
horse and wagon, can be done by one man with this as
assistant. J. H. Heathman & Company, of 2 Endell
street, London, W. C, are the makers.
PLUGGING TIES.
SOME of the French railroads have followed the
practice of plugging the old spike holes in ties.
We fear that many such holes would be hard to
find on American roads, because when a tie is once put
in it stays until it rots out. The plugs used in France
/
.
■\
~r
■5"
WELL PtUCeCD
|1 I 1
NOT PLUGGED
e«OLr PLUGGED
are cut from the best part of old ties, to the shape of the
spike hole, by a special machine, the invention of Albert
Collet. The cost is $1.80 per thousand. Our cuts,
reproduced from the Railroad Gazette, show the differ-
ence in the rotting of plugged and non-plugged ties.
Plugging lengthens the life of the tie several years.
A NEW KIND OF ACCIDENT INVENTED.
MR. Clark, of St. Paul, has a leg case against
the St. Paul City Railway that is, to say the
least, worthy of record. Mr. Clark was
presented by a gracious and discriminating Providence
with a pair of very extensive legs.
Mr. Clark's parents did not apprehend that the infant's
legs were long while he slumbered and slept and waxed
larger. These legs grew, however, as time passed on,
and Mr. Clark found himself many times and oft at a loss
just how to dispose of those fine, elegant walkers. This
was a particular trial to Mr. Clark in the social world, in
proportion to the square of their diameter.
One day while traveling on a common carrier of the
grip variety, Mr. Clark experienced one of those uncom-
fortable sensations of being cramped, so he projected
both knees close against the back of an adjacent seat.
Suddenly, to save the vertebra' of a reckless small boy,
the grip brought to carry with a sudden stop, nearly
jerking the heads off of the small necked people in the
car, and Mr. Clark avers that then and there, by reason
of that jerk, one of his (Clark's) knee caps exploded with
a congealed obtuse concussion of the atmosphere, and he
wants damages.
Si'EAKiNG in parables, an eastern exchange, says: "All
this talk about cities giving away franchises is nonsense,"
remarked the street railway magnate, with emphasis; "I
never ran across a franchise yet that didn't have a fixed
value." Then he put on his coat and started out to
attend to a little matter of 'fixing' with a couple of
Aldermen."
cm
(^\MsiJt^^}hi^\f^w^
STREET CARS IN SOUTH AFRICA.
ULUS, diamonds and ostrich feathers
are generally supposed to be the salient
points of interest in the South African
country. This is to an extent true,
but is rapidly becoming a part of the
past. Kimberl}', the great mining cen-
ter of the South African diamond fields, is a progressive
town, and is rapidly acquiring metropolitan ways to bless
itself withal.
When, in 1869, a South African Boer was given a par-
ticularly heavy pebble and claimed it was a diamond, his
neighbors laughed him to scorn. Nobody believed it.
Nobody thought that he would be able to turn it to any
account, until a learned professor in Edinburgh pro-
nounced it pure carbon crystal, and the Kimberly mines
soon became famous the world over. In ten years,
when that " spouting geyser of English," Anthony
Trollop, visited the town of Kimberly, he found a popu-
lation of 15,000. The buildings were all of corrugated
iron, and the heat intense. Anthony avers that the ther-
mometer stood 167'^ Farenheit in the sun, and 97^ to 100°
in the shade! Water is an expensive lu.xury when the
rains do not come promptly on time, and as 600 miles
intervene between the town and the nearest coast, the
expenses of living are enormous. Socially, politically
and financially the same conditions obtain as at the time
of the gold stampede in California, with the exception
ently progressive population to demand a street railwaj'.
The undertaking is known as the Victoria Tramway
Company, which obtained a concession from the borough
council six years ago for a 25-year franchise. The line
STORAGE CAR AT KIMBERLY, S. A.
is three miles in length, laid with English steel rails.
The main line is one and one-half miles in length, and
the branch the same.
There are four cars on the main line, variously built,
some with roof seats and some without, but all' from
American shops. Horse power is used, excepting one
1
1.
■iirfiiiiil
•^
^
..^; ..'!-;: ■:':—*■
J
i
i
^
-?SSsaB«gsr
—
STREET SCENES — KIMBERLY, SOUTH AFRICA.
that at Kimberly the Kaffir (native) workmen are to be
found to do the hard work of digging, drilling and
cradling.
The few acres of diamond field, made into one large
hole, 600 feet deep, is a wierd and remarkable place,
since from it alone is the town of Kimberl3- supported.
In the diamond digging, 1,300 Europeans, of Dutch,
English, Scotch, Irish and American extraction are
employed, besides 5,700 native workers. Six and a half
tons of diamonds have been taken from the fields here,
and scattered over the civilized world, whenever luxury
asks for them.
Hence, at Kimberly, in Griqualand West, is a suffici-
car, which is, or rather was, a storage battery attempt,
and a thorough failure, from three causes: First, a heavy
grade; second, lack of fuel, wood and coal being very
expensive; and third, want of a competent electrician.
The traflic would not warrant a trolley line.
The employes are both natives, called cape-men, and
Europeans who are waiting a chan"ce to find a big dia-
mond and retire. Both classes receive a mere pittance
for wages. The fares are 6 pence for the entire dis-
tance, or a ticket which costs 2 yi pence for half the dis-
tance to those only who hold a book of tickets. Cash
fares are 6 pence for any distance. A fare box is used.
The branch line runs to Gladstone, a mining suburb.
^Kcd.lJ^aU*v2iy-9^ylcw^
ciO';
The rolling stock and horses are kept in first-class con-
dition, and the line, considering its antipodal environ-
ment, is a credit to the company. Our illustrations show
views along the route, and the white glare of the African
sunlight.
THE SCRANTON & CARBONDALE ELEC-
TRIC RAILWAY.
THE first run over the tracks of the Scranton &
Carbondale Electric Railway Company's line,
from Scranton to Archbald, Pa., was made Sep-
tember 29 and signalized the consummation of the com-
pletion of five month's work, the linking of the most com-
ville and Archbald, affording direct communication with
the city for all these outlying towns.
The Carbondale Traction Company, which runs from
Carbondale to Archbald, was organized by A. H. Chad-
bourne two years ago, and no sooner was this road in
operation than he organized a company to procure the
franchises for the rest of the towns along the valley.
With this in view, the Blakely & Dickson Street Railway
Company was organized by local parties in these outly-
ing towns, with William Walker, of Mayfield, as presi-
dent. As soon as this had been done and the franchises
granted to this company, Mr. Chadbourne interested A.
N. Chandler, the Philadelphia banker, with associates.
These formed the Scranton & Carbondale Company, at a
LACKAWANSA COAL BRliAKER AT liLAKEI.Y.
CAR PASSING UNDER BRIDGE OF GRAVITY ROAD.
plete interurban connections in the state and the joy of
the manager.
The Scranton & Carbondale Traction Company is the
connecting link between the Carbondale Traction Com-
pany on the north, the Scranton Traction Company in
the middle and the Wilkesbarre & Wyoming on the
.south.
By a very favorable operating agreement with the
Scranton Traction Company, the cars of this company
will run from the center of Scranton, with a population
of over a hundred thousand, up through the valley,
through Providence, Dickson, Olyphant, Blakely, Peck-
A PASSING ;POINT.
PASSING UNDER TRESTLE OF CULM "DUMP.
capital stock of $2,000,000 with the following officers:
President, George A. Fletcher, of Mitchell, Fletcher &
Company, Philadelphia; treasurer, Alfred _N. Chandler;
secretary, J. N. Noblit, of Philadelphia. These, with J.
N. Noblit, Philadelphia, and S. D. Pettit, of Scranton, are
the directors.
The company acquired the Blakely & Dickson road
and began construction, putting it in the hands of Mr.
Chadbourne, and finished during the past summer in
spite of the depression.
The Johnson Company, of Johnstown, Pa., furnished
all the material, rails and special work for the roadbed,
(lOS
(pljuAif^iyajfJ^^i^si^
and as it is laid along the old Providence and Carbondale
turnpike, it gives practically a gravel ballasted road over
its entire length. It is laid with fifty-six pound T rails,
with six hole angle joints and unusually broad and heavy
ties laid two feet between centers.
The cars are sixteen in number and mounted with
General Electric's G. E. 800 motors.
The overhead line work and track bonding was done
by J. G. White & Company, of New York City, under
the superintendence of V. H. Yarnall, and the work is
first-class and substantial in every respect.
The Berlin Iron Bridge Company, of East Berlin,
Conn., has the contract for the car house, which is being
built in Dickson, planned for twenty cars, and entirely
fireproof. Until this is completed temporary accommo-
dations will be had in the new car house of the Scranton
Traction Company.
In accordance with the operating agreement made with
the Scranton Traction Company, they will supply the
power for this line from their new 3,000-horse-power
station, and, as soon as the line is finished in every detail,
will take complete charge of its operating, under the
management of H. H. Archer, the general manager of
the Scranton Traction Company.
The country through which the road runs is surpass-
ingly rich in coal, and the consequent population is, more-
over, thickly settled about each mining center. These
miners go hither and thither in search of work or pleas-
ure, and as wages are good, most of them can afford to
patronize the road freely. The population of the entire
valley is 20,000, scattered among these mining villages,
thus giving ideal conditions for interurban electric con-
nections. All the smaller towns depend upon Scranton as
a depot of supplies and amusement.
Running through the valley also is the famous gravity
road of the Delaware & Hudson Canal Company. This
is one of the oldest roads in the country, operating fifty-
six miles of road by gravity, sending thousands of tons of
coal away from their mines every month. The cars are
drawn up the inclined planes by large steam engines, and
then run for miles by gravity down the side of the moun-
tains. One of our engravings shows the car coming out
from under a low bridge where the gravity road crosses
the pike. At this point is was necessary to excavate over
three feet below the natural roadbed, and large beds of
quicksand were encountered. To overcome this, a solid
floor of concrete, one foot in depth, was laid over the
entire section. One hundred and fifty cubic yards of con-
crete were put in here, and half as much broken stone.
This effectually stops the flow of quicksand, and assures
solid and dry* foundations for the track at all seasons of
the year.
It is a point worthy of note that railroad properties can
be operated in this section of the country very much more
cheaply than in points where fuel is more expensive.
For example, a road which under normal conditions
would use fifteen tons of coal, say in New England, or
where coal is five dollars a ton, would have a daily fixed
charge of seventy-five dollars for fuel. In this section it
^
is customary to locate the power house near a culm pile
and by the use of blowers they are able to burn this culm,
or waste, to such good advantage that twenty tons of it
will make as much steam as fifteen tons of ordinary coal.
Those twenty tons would not exceed over forty cents per
ton in cost, delivered to the boilers, or possibly not more
than twenty cents per ton, if it can he delivered without
handling. This, then, would make the total cost of
fuel eight dollars per day to
oper.ate a road here; whereas,
the same road would have to
pay seventy-five dollars per day
'"V" "iJ where fuel is more expensive.
This would be a net saving of
, v^ sixty-seven dollars per day, or
^J^ about $25,000 per year, in one
item.
The division of the towns is
such that there will be three
fares charged, namely, five,
ten and fifteen cents, for a single ride; the longest ride
being from Archbald, where the fare will be fifteen
cents.
Nearly all of the bonds, of which there are $150,000
issued, have been disposed of, all of them at par, and the
stockholders expect to realize a very handsome dividend
on the capital stock. There are several extensions
expected to be built in the spring in this section.
The initial run was a fete participated in by fifty of the
stockholders, city officials, and officers, who expressed
themselves as more than pleased by the magnificent
prospect of traffic, and the convenience and equipment of
the road.
A H CHADBOURNE.
ST. LOUIS QUARTERLY REPORT.
PEOPLE have begun to expect the quarterly
report from St. Louis, especially since electricity
has become the important factor. The third
quarter for 1893 gives the following totals:
TRIPS. PASSENGERS.
Baden and St. Louis 5.7^0 ^27940
Cass avenue and Fair grounds ._ ,. 150,890 2,121,410
Citizens' 185,246 2,213.793
Jefferson avenue , 23,116 505413
Lindell 3-3.=42 3.S45.946
People's 58,004 1,260,678
Missouri 297,600 3 7'2,2S7
St Louis 211,400 3,067,721
St. Louis and Suburban.. _- 33,863 2,057,175
Soulliern Electric 88,560 1,520,307
Union Depot ' _ 158,367 4,612,404
Totals 1,536,008 25,045,044
The Union Depot line includes the Mound City and
the Bellefontaine railroads.
Looking backward, the third quarter of 1892 showed
1,414,168 trips and 24,692,195 passengers; the fourth
quarter of 1892, 1,376,319 trips and 24,339,499 passen-
gers; the first quarter of 1893, 1,469,513 trips and
21,485,054 passengers; the second quarter of 1893,
1,625,799 trips and 26,186,745 people carried.
(^Kcetj\aUw!ay-j\CA/lcW'
r.'.o
TRAMWAY EXPENSES IN ENGLAND.
WE publish herewith a table taken from the
eleventh half yearly analysis of the principal
tramway companies in the United Kingdom.
It is interesting for comparison and also as giving a
knowledge of what would be the requirements were the
road to be changed to electric traction. The price of
horses is in the neighborhood of $150. The analysis
was compiled by R. S. Tresilian, assistant secretary of
the Dublin United Tramways Company, and is very
complete: —
THE CABLE THREATENS THE BOWERY.
THE cable car has indeed begun its deadly work in
New York. A lament comes up from the New
York Journal after this wise: "It is sad to note
the decline of the Bowery dime museum. That precious
refuge and consolation of the Jersey jay has been done to
decay — if rumor may be believed — by the panic. Here
and there one survives, and displays the wonted gallery
of bearded ladies, female polo players, wild men of Hin-
dostan, learned pigs and ring-tailed apes, but it is the
exception which makes the melancholy rule. V'erily,
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Belfast -
$1,433,700.
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9.411
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Dublin
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Edinburgh
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4,179,600.
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North Metropolitan
6,657,799.
126,523
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Soath London -
1,784,577.
136,857
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9.66
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7.70
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66.41
6.32.
62.46
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.050.
ROCHESTER'S RAILWAY REPORT.
A STATEMENT of the business of the Rochester,
N. Y., Street Railway Company from July i,
1892 to July I, 1893, shows a gratifying increase
in gross earnings and a correspondingly fair decrease in
expenses of operation.
The gross earnings from operation for the past yeaigl
were $798,761, an increase of $115,403 over 1892. The
operating expenses were $430,082, a decrease of $12,-
943. Thus the net earnings from operation were $368,-
678, an increase of $102,460 over last year. Advertis-
ing privileges paid $5,087 and rents $1,490, which with
dividends on stocks owned by the company amounting to
$10,487, gives a gross income from all sources of $385,-
744, an increase of $1 14,324 over 1892. The net income
was from all sources $150,000, an increase of $68,364.
The per cent of operating expenses to earnings was 61 in
1892 and 54 in 1893.
There are now 75 miles of city track, all laid in the
past four years. One hundred and fifty motor cars and
eighty trailers are now in use, and .^50 men are on the
pay roll of the company.
with the advent of the cable car and the explorations of
the jay uptown consequent on new facilities for travel,
the old picturesqueness of the Bowery is passing away."
If the cable car can transform the Bowery into a
respectable neighborhood, Dr. Parkhurst and his men
should immediately invest in traction stock, and put in a
good big generous extension.
FARES PER CAPITA IN CANADIAN CITIES.
AVERY interesting feature of the published reports
of the Canadian street railways is made evident
in the following little table, taking the population
according to the last census and the patronage for one
year, as per the September reports:
rOl'ULATION.
.ST. KY. RECEirTS.
FARES PER CAPITA.
ClllCA(;o is waking up to the advantages of electric
lines and will soon come to the front.
Toronto, 181.220 $815,212 $449
Montreal, 216,650 7So,754 3-47
Ottawa, 44>i54 130,000 2.94
The average was $3.63 per capita for the three cities.
Toronto is the largest city as regards area, hence the
apparent discrepancy in fares per head.
This year's receipts for Montreal show $186,357 in
excess of previous years, which were under horse
regime.
700
^)iiwd/S{aA>^/Ja^/•\}^^a^
THE WEST END'S NEW PRESIDENT.
TO fill the executive vacancy occasioned by the
resignation of Henry M. Whitney, some months
since, the directorate of the West End Railway
Company, of Boston, has chosen Hon. Samuel Little. The
wise daily papers, in their canvass for a man to fill this
important position, did not think of Mr. Little's candidacy,
but the wiser directory knew the capabilities and require-
ments of the man who was to sit in President Whitney's
chair.
Mr. Little has had a life long identification with the
interests of Boston and its vicinit}'. He was born at
Hingham, August 15, 1827, and received his education
at Derby academy. Like many other street railway
presidents, his early business career was in the dry goods
business. This he left, however, in 1850, when he was
made receiving teller of the Bank of Commerce, organ-
ized that year. He afterwards became president of the
Rockland National Bank.
His activity in street railway lines dates back to 1872,
when he organized and became treasurer of the Highland
Street Railway Company, and upon its consolidation with
the Middlesex, and finally with the West End, remained
as a director.
Mr. Little is, besides, prominently interested in half a
dozen different commercial exterprises, and has had a
most honorable career in politics. He has successively
served upon the common council, in the legislature, on
the boards of a number of public institutions, and is
identified with all public spirited enterprises requiring
careful business thought and strict integrity.
In fact, the new president of the West End is all that
is called for, a man of honor, acquainted with Boston and
its needs, and a thoroughly active business man.
THE ELECTRICAL INSPECTION
DEPARTMENT II.
WE described last month the system of car
inspection in use on the Chicago City
Railway. What will be said this month
descriptive of the system used at Aurora, 111., will proba-
bly be of immediate interest to a greater number of
readers because it is a smaller road, and hence the condi-
tions correspond more closely with those on the majority
of American street railways. In the Aurora plant the
positions of chief engineer, master mechanic and barn
foreman are combined in one. This is an excellent
arrangement for a small road, as it enables the company
to employ a man of more ability than would be possible
if the departments were under different heads. In other
words, it is better in a small plant to have one responsible
and skilled man at the head than have several men of
ordinary ability, each controlling a department. The
chief engineer is held responsible for the performance of
the motors, and so has general supervision of all the men
employed in the barn. Six men are kept at work on
cars, trucks and motors. This does not include the chief
engineer. The night force consists of one inspector, one
inspector's helper, and one wiper and cleaner. The day
force is made up of one machinist, one electrician and
winder, and one general helper. Every motorman
before going off duty for the day is required to fill out
a card for each car he has handled during the day, giving
the line, car number, date, times of going out and coming
in, minutes delayed and by what, condition of motor, and
condition of brakes. These cards are left in the night
inspector's box. The inspector, on arriving at the barn,
looks over the motormen's reports and learns if anything
noticeably wrong has developed during the day. He
then goes to work, and with his helper's assistance
inspects every car from the trolley head to the trucks,
making light repairs and leaving the more important ones
for the day shift. He then makes out a report stating
the condition of every part. These reports act as a
check on the inspector's work, as he is not liable to put
himself on record as saying that a part is all right, unless
he has inspected it. The chief engineer makes out a
daily report sheet, giving the repairs made on each car,
the number of cais in service and the number on each
line. It is safe to say that there few roads in the country
where the inspection is as systematic and work so care-
fully checked as here, where it has been proved by actual
demonstration that a good inspection system is absolutely
necessary to the most economical operation of the road.
GROWTH OF THE TROLLEY IN
GERMANY.
GERMANY is leading Europe by several car-
lengths as to electric traction. According to
the most recent estimates it is averred that she
intends to keep up the reputation of the Fatherland, too.
This states that the Allgemeine Electricitats Gesellschaft,
of Berlin, has acquired the five existing horse lines in
the Danzic and will convert them into electric roads
under one management. Siemens-Halske are said to be
in negotiation with Hildesheim and Schuckert & Co., —
want to put an electric railway into Potsdam. Municipal
authorities generally demand underground conduits in
the city and allow overhead wires in the suburbs.
A LONDON LAUGH.
CORONER'S juries have been responsible for
many English funny stories. Recently, how-
ever, a North Metropolitan conductor was sum-
moned for crowding his car. The defendant said that the
car was "full" when two policemen boarded it, but
thought that the policemen should not be counted.
" Why ? " asked the learned council.
"Because they don't pay," replied the conductor.
Whereat the court laughed and remarked: "Seven
shillinifs five."
With the relaxing condition of the money market,
plans for new work are fast reviving.
(^licctil\aii*vti^9\e\lc\V*
HON. SAMUEL LITTLE,
IVent End Street Railroad, BobIuji.
(^lTid/j\aUw:ciy'j^yicvv^
STREET RAILWAY LAW.
701
EDITED BY JIR. FRANK HUMBOLDT CLARK, ATTORNEY AT LAW, CHICAGO.
Liability of Street Raihvay Company for Negligence
of Lessee.
Where a street railway company, organized under general laws, leases
its road to an individual, without legislative authority, it remains
liable to a passenger for injuries caused by the negligence of the
lessee.
Mayham, P. J. — This action was prosecuted for an
injury claimed to have been suffered by the plaintiff by
reason of defendant's negligence in the management of
its cars. The complaint alleges that the defendant was a
domestic corporation, owning and operating a horse rail-
road for the carriage of passengers and freight between
the villages of Johnstown and Gloversville; that the plain-
tiff, at the time of the alleged injury, was a passenger on
the cars of defendant, and had paid the usual charges for
transportation ; and that by the carelessness and negli-
gence of the defendant, its servants and agents, without
an}' negligence on her part, she was severely injured.
The answer alleges that the horse railroad owned by
the defendant was, at the time of the commencement of
the action, and for more than three years prior thereto
had been, operated, managed and controlled solely by
Henry StoUer and Michael R. Van Sickler as lessees, and
that said lessees were solely and exclusively liable for
damages by their own negligence or that of their servants
or agents in operating said horse railroad. * * *
We think the evidence supported the verdict.
The remaining question is whether the defendant, by
its lease to Stoller and Van Sickler, can relieve itself from
obligation to the traveling public for injuries inflicted by
the negligent management of its road. The case does
not disclose that this road was leased with the consent of,
or by any authority conferred upon it by the legislature;
and the lease was not executed to a railroad company.
A railroad cannot lease its road and franchise to an indi-
vidual, without the consent of the legislature, so as to
relieve it from its obligation to the public. And where a
lease is effected to an individual, the law seems to treat
the lessee as the agent of the railroad company for the
purpose of determining controversies between the public
and said company. Abbott vs. Railroad Company, 80
N. Y., 27; Fisher vs. Railroad Company, 34 Hun. 433;
Woodruff vs. Railway Company, 25 Hun. 246. From
the authorities, it would seem to follow that if the plain-
tiff was injured by the operation of railroad cars, or by
the negligence of the person managing the same,
although such person was employed by a lessee, such
negligence would, in law, be the negligence of the rail-
road company. The railroad company, a corporation
organized under general laws, having leased its road
without legislative authority, remained liable for injuries
caused by negligence of those operating the road. This
doctrine is not in conflict with the doctrine laid down in
Woodruff vs. Railway Company, in that case the contro-
versy did not arise between the public and the railway
company, but was a dispute between the railway com-
pany and the lessee, and the Court held that the parties
to the lease were estopped, as against each other, from
denying the validity of their contract. In Beveridge vs.
Railroad Company, 112 N. Y. i, the question did not
arise between the public and the railroad company on a
lease between it and an individual, but in that case one
railroad company leased to another, as under the statute
it might lawfully do.
(Supreme Court of New York, Durfee vs. Johnstown,
Gloversville & Kingsboro Horse Railroad Company, 24
NcA' York Supplement 1016)
Master taid Servant — Injury to Conductor — Sudden
Slipping of Defective Brake — Notice of Defect.
Plaintiff was in the service of defendant as a conduc-
tor on its street cable line, and prosecutes this action
to recover for an injury which he claims to have received
in applying a defective brake on a passenger coach. For
the purpose of switching the train, consisting of a motor
car and a passenger coach, the coach had been detached
from the motor car and was running down a grade
towards the end of the track. It became the plaintiff's
duty to stop the car, and it was for that purpose that he
applied the brake; the usual exertion being ineffectual,
he put both hands on the handle, pressing also against
the same with his breast, exerting his full strength; the
handle suddenly yielded to the pressure, so that he was
thrown forward with his breast against the brake handle.
* * * The evidence was sufficient to support the con-
clusion that there was a defect in the brake, of which the
defendant had such notice that it should have been reme-
died before the car was sent out again. Even though the
precise nature of the defect was not clearly shown and may
be somewhat conjectural, that does not forbid a recovery.
It is to be conceded that the plaintiff knew that there
was some defect in the brake, and that it was not in
proper condition to be used on the steep hill where the
lives of passengers would depend on its efficiency; but
that he had any reason to suppose that any risk would be
incurred by a person in the act of using the brake, cannot
be taken as clearly established. It was for the jury to
say whether in view of what knowledge he had, he
should have anticipated that harm would result from
using the brake.
(Supreme Court of Minnesota. Newhart vs. St. Paul
City Railway Company., 52 Northwestern Reporter
983.)
Collision with Vehicle at Crossing — Negligent Speed
of Car — Contributory Negligence in Failing to Look
for Approaching Car.
Where a person driving a wagon, with curtains closed,
attempts to cross a street lailroad track without looking
for a car at a point nearer than seventy-live yards from
the crossing, and is struck by a car approaching him
702
(^^tiict J\mWii)^ li^eVlc^
from behind he is guilty of such contributory negligence
as will defeat his recovers-, in the absence of wanton neg-
ligence on the part of the railroad company. The fact
that defendant, at a point outside of the city limits, was
running its car at the rate of fifteen miles an hour, and
did not give the signal of approach, is not such wanton
negligence as will entitle plaintiff to recover.
(Supreme Court of Alabama. Highland Avenue & B.
R. Company vs. Maddox. 13 Southern Reporter 615.)
Street Railway — Steam Motive Power — Frightening
Horse.
The grounds of negligence charged to the transit com-
pany by plaintiff were that it operated its street railway
by running a steam engine on its track, through streets
on which there was constant travel, and that on the day
of the accident the transit company, negligently and care-
lessly and without warning, ran the engine in the imme-
diate vicinity of herself and horse, and so frightened the
latter that he became unmanageable and upset the buggy
and injured plaintiff. An examination of the charter of
the transit company does not disclose any authority for
propelling its street cars by steam, and it is doubtful
whether any such authority was conferred by that instru-
ment; and, if it was, the company's franchise would not
excuse it from liability for injuries caused by its negli-
gence, whether such negligence consisted in the mis-
management of its road and cars, or in the character of
motive power employed.
When one is placed, by the negligence of another, in
a situation of peril, his attempt to escape danger, even
by an act which is also dangerous, and from which injury
results, is not contributory negligence such as will prevent
him from recovering for any injury, if the attempt was
one such as a person acting with ordinary prudence
might make under the circumstances.
(Supreme Court of Nebraska. Lincoln Rapid Tran-
sit Company vs. Nichols. 55 Northwestern Reporter
872.)
Elevated Railroad — Action Against, for Injunction —
Waiver of RigJit of Eminent Domain.
Action was brought by plaintiff to enjoin the operation
of defendant's road in the street on which plaintiff's lot
abuts, whereby plaintiff was deprived of his easements in
such street. In this action defendant answered, noticed
the case for trial, and appeared on the call of the calendar.
Defendant afterward instituted a proceeding to condernn
plaintiff's easements, and plaintiff moves for an injunction
against the condemnation proceeding on the ground that
defendant had waived its right to maintain such proceed-
ing. The scope of this action does not impose upon the
Court the duty to the plaintiff of fixing a sum as com-
pensation, which the defendant may pay and avoid the
operation of an injunction. The condemnation proceed-
ing is not an act by defendant in violation of plaintiff's
rights. The motion is denied.
(Superior Court of New York City. Mead vs. New
York Elevated R. Co. 24 New York Supplement 908.)
Electric Railroad — Molorman Killed />y '' liitcking" oj
Car.
Deceased was employed by defendant as a motoneer
on one of its electric cars, and the accident was occa-
sioned by the "bucking" of the car, (suddenly coming to
a halt and as suddenly starting up), which threw him over
the dashboard, and the car quickly ran over and killed
him. On the merits we are satisfied that the evidence
abundantly justified the jury in finding that defendant
corporation was guilty of negligence in causing this car
to be used. It had frequently bucked before, a fact well
known to those to whom it had intrusted its primary
duty of seeing to the condition of its cars. There was
also ample evidence to warrant the jury in finding that
this bucking was caused by the old and worn out condi-
tion of one of the electrical fields, and that no proper
tests had been applied to ascertain the condition of these
fields, and no proper care had been exercised in renewing
and replacing such as had been worn out. The defend-
ant was also bound to know that with a low dasher in
front, the almost inevitable result of bucking would be to
suddenly hurl the motoneer upon the ground in front of
the car, and thus to greatly imperil his life.
(Supreme Court of Minnesota. Beardsley vs. Minne-
apolis Street R. Co. 56 Northwestern Reporter 176.)
Passenger Standing Against Car Door — Injury by Fall-
ing from Car.
A street railway passenger who, upon entering a
" transfer " car used for a waiting room for passengers
who are to be transferred from one line to another, care-
lessly takes a position close to or against a plainly dis-
cernible door, which is liable to be opened at any time, is
guilty of contributory negligence and cannot recover for
injuries sustained by falling out of the car because the
door is suddenly opened, although the employe who
opens it is also negligent in not observing her position and
warning her of it and waiting for her to move.
However, the company is liable for such injury if the
passenger would not have been in that position had not
the employe in charge of the car directed her to move
from a safe place where she stood without warning her of
the danger, and such danger was not apparent or known
to her.
(Supreme Court of Indiana. Prothero vs. Citizens'
Street Railway Company. 33 Northeastern Reporter
765-) ___._J^_
Next May the tramways of Glasgow come into the
hands of the municipality. The authorities are making
preparations to start the new era with largely increased
facilities for travel. Tenders have been invited for the
laying down of new lines in several parts of the city,
including one from Gorbal's Cross to St. Enoch-square.
The largest man in the employ of the Cincinnati Street
Railway is Joe Hamilton. Joe is 6 feet 3, and has been a
motorman several years. He is a little round shouldered
from dodging the car roof, but aspires to be a policeman
at some not very late date.
(^lA^lf{aiIw2iy-5^yleW'
703
RAIL JOINTS.
BY JOSEPH ANTHONY.
THE sleepers under the rails of a street railroad, in
contradistinction from the like in distinctive steam
motor roads, do not, as far as I am aware, pump
the ballast from under their ends by bending under their
loads and straightening again when the loads have passed
off. A device that would be remedial under locomotives
and their trains, seems therefore not to be called for in
the lighter loaded and paved roads of a city's streets.
There is, however, the joint feature of street railways, and
especially noticeable in cable roads, that needs to be, and
again. From the permissable wide spacing of the sleep-
ers under street car tracks, a joint made by using a piece
of old rail of like or larger cross sectional area, as shown
in principle, by the engraving, will be effectual in main-
taining a like plane at all points of the wheels' path.
The fastenings in the engraving shown, were made for
especial experimental purposes, and may be much sim-
plified for actual use.
That an idea of the path, in street as well as steam
roads, of a car wheel passing over a low joint, and some
comprehension of the resulting loss may be reached
without waiting to audit bills for new rails and other
needlessly worn plant, I refer the reader to the diagram
showing the average condition of eight consecutive joints
12'
6'
3'
2"
l"
/"
2'
3"
S"
\l-
— 5i-^
~____39
36
SS
*
2
_2£_
_Ji^—
____23____
,a
AVERAGE OF EIGHT CGNSECUTIVE JOINTS ON A LEADING STEAM ROAD.
may be much improved. While I have made no instru-
mental measurement of these joints, a personal inspec-
tion, particularly the State street line, shows them defec-
tive in the same manner and to an equal extent as are thej
joints in the average double track steam road. It is this
way: Along the middle of a rail, by its stiffness, there
is furnished for the wheel path, a comparatively perfect
plane. At the joining ends of the two rails there is no
stiffness, but an attempt is made to provide for this lack
JUINI -SL^f.GKSTED BV MH. ANTHONY'.
by bolting " fish plates," filling the vertical spaces be-
tween the rail's head and its foot, and embracing a por-
tion of each rail's end. While a pair of these fishes may
be stiff enough not to bend, and thus to let the joint
down, by the narrowness of contact area under the head
of the rail and the compression and wear of that limited
area, and in the fish itself as well, a marked and injurious
depression soon becomes, not only possible, but probable
and permanent. It becomes permanent because where
the fish should be highest on its top edge, it has become
lowest, and no tightening of its bolts can make it good
>in the track of one of the leading double track roads
entering Chicago from the west.
In explanation, I will say that the length of track here
shown, is 4 feet, being 2 each way from the rail's ends.
The arrow indicates the direction of the passing trains.
The figures at the vertical spaces represent inches in
each rail's length. The inclined lines below, exaggera-
ted to make a graphic showing, show the wheels' path.
The figures just above these lines and in the several ver-
tical spaces, are, however, not exaggerated, and show
the actual grades in feet per mile of such portions of the
wheels' path as the rails along them, in a state of rest,
furnish for every passing load. Much greater depres-
sions, of course, would be shown, could the measure-
ments have been taken while under passing trains. Com-
ment on such unmechanical construction and consequent
ill results is unnecessary.
By making the joints of the rails, in cable roads, come
midway between the yokes, there is abundant room for a
long splice under the joint; and when such is secured by
strong clamps, with wide areas of contact, and the rails
shall have been cut with mitered ends, the mechanically
disgraceful and financially ruinous cable rail joints will
be things of the past. Neither the joint nor any of its
parts, which the engraving shows, is patented, and it is
therefore free to all who may choose to use it.
Farmers living at a distance from steam roads in
Western Pennsylvania are beginning to regret that they
did not made a fight for the bill allowing electric railways
to carry freight. They find it hard work to make both
ends meet, having to haul their produce over ten or more
miles of bad country road. An electric railroad from
Pittsburg to Steubenville is wanted.
704
(^lAfictLF^oiWoy-U^ylevv^
BAGGAGE CAR ON THE CHATTANOOGA
ELECTRIC RAILWAY.
BROOKLYN CITY RAILWAY REPORT.
THE Chattanooga Electric Railway operates a line
running between the Central Depot of that place
and the hotel on Lookout mountain, — one of the
famous pleasure resorts of the country. As the tourist
traffic is large, it became expedient to have means for
carrying baggage. Accordingl}', Superintendent C. P.
Young made over an old open Stephenson car into a
very economical baggage car. The door sills on each
side are covered with one-fourth inch steel, curved over
"THE CAR IS NINETEEN FEET OVER ALL."
the beam. From the sills the trunks slide down 45°
inclined planes of steel plate. The floor is covered with
one-eighth inch iron, so that altogether the baggage
smasher has plenty of opportunity to ply his trade with-
out hurting the car. A desk is placed at one end for
books, receipts, etc., and provided with lock and key.
One end door can only be opened from the inside. The
other end door opens by key from the outside. The slid-
ing doors at the sides are fastened on the inside. The
car is nineteen feet over all, with 3-foot platforms.
Wheels are 30-inch and the trucks made in the company's
shops. Brakes and drawbars are strong. It will be run
as a trailer to a motor car, running once an hour.
THE report of the Brooklyn City Railroad Company
to the State Railroad Commission has finally been
published. The report is for the year ending
June 30, and the comparisons for 1892 are thus hardly a
just showing. Particular attention should be accorded
the last two items with reference to the number of
people carried.
1S93. 1?92,
Gross earnings $3,760,744 $3-7S7.-95
Operating expenses i, 741,865 2915,509
Other income 75.4^4 .S0724
Fixed charges _ 303,614 39S,534
Net income 720,723 S'^S-Q?;
Dividends declared 660,000 4S0.000
Surplus for year _ 60 72S 43.97.'i
Total surplus June 30 _ 7'9-9i3 .'^-^35
Betterments 3 7.'i6,996 1,080927
Passengers carried 83,196,302 78,500,000
Passengers injured 41 21
Passengers killed 8 7
The headlines of the Brooklyn papers would lead one
to imagine a falling off in the population of the city of
churches, but the proportion seems to remain the same,
one to every ten millions of passengers carried.
Financial papers generally discountenance the rais-
ing of fares by the London 'buss companies, saying that
8 per cent ought to be a satisfactory dividend, and aver
that over reaching will be followed by a loss of patronage
and more competition.
ANOTHER VESTIBULE PLAN.
IN addition to the plans for enclosing platforms,
given in the October Review, in the article "Ves-
tibule Platform Law in Ohio," another plan has
come to our notice, in the form of an invention of G. S.
Powell, W. B. Williamson and R. A. Havner, of Ashe-
ville, N. C. It is somewhat similar in form to the plan of
the LaClede Car Company. The accompanying cuts
need but very little explanation. The dash is extended
SIDE
ELEUflTlON
ANOTHER VESTIBULE PLAN.
New Zealand electric railways don't have half a
chance. The projected line at Dunedin City is to be
abandoned, if the city insist on the payment of $40,000 to
indemnify the telephone service.
at each side as indicated by the dotted line in the plan
view. The center sash is removable, the others fixed
and the whole outfit can be removed without dis-
figuring _the car.
(^ticd/j\ailw^j^ylev/
70o
THE MT. AUBURN TROLLEY WHEEL.
THE want of repair parts has caused to spring up a
number of equipment companies, the object of
which is to afford repairs, parts, and equipments
for the various systems of traction in use by the numer-
ous roads in their territory.
Among the best, the Electric Railway Equipment
Company', at Si and 83 East Front street, Cincinnati, is
becoming widely known to the railways of the central
states and the east central roads, as well as to the lines
in the great west. This company is engaged in the manu-
facture of steel and iron tubular poles, line material,
motor parts for all systems, gears, pinions and bearings,
trolleys, commutators and armatures. Their latest spe-
cialty is the Mt. Auburn trolley wheel, to which we
devote the accompanying engraving and the following
brief description.
By reference to the engraving, the reader will note the
cut, as numbered to parts: Number i is a hardened steel
axle, 2 the bronze wheel, 3 the bronze harp, 4 the harp
covers, with oil chamber, 5 the hardened steel plate, 6
hardened steel rollers, 7 hard steel ring, 8 ring with eye
for rope attachment, 9 guard to prevent span wire from
PARTS FORMING THK MT AUBURN TROLLEY.
being caught by the wheel, 10 hard steel washer for
inside roller bearing. It will be noticed that all wearing
parts are made of hard steel, while the wheel and harp
are made of bronze. The harp can be made to fit any
pole. The principal claims of the Mt. Auburn wheel,
for excellence, are these: It requires no contact springs
as it has a contact through it.s rollers. The hardened
steel axle being attached to the wheel revolves in a roller,
bearing on each side. The rollers are of the best tool
steel, and run in oil, contained in cover, number 4. The
claim for long life of this wheel is thus dependent on the
fact of no contact springs, and upon the use of roller
MT. ALBURN TROLLEY WHEEL.
bearings — these two advantages preventing the sliding
of the wheel on the wire.
The new wheel is meeting with excellent results from
its introduction, promising a wide use.
BALTIMORE'S CITY AND SUBURBAN
EARNINGS.
THE Baltimore, Md., City & Suburban Railway
reports of the net earnings for the last six months,
show an encouraging increase over last year.
The report is from .\pril to September, inclusive. April
showed $i2;940, increase $2,285; May, $14,718, decrease
$1,846; June, $15,882, increase $3,327; July, $15,164,
increase $3,431 ; August, $14,234, increase $1,845; Sep-
tember, $16,732, increase $4,884. Total for the six
months, $89,770, against $75,844 last year.
Playing Cards.
You can obtain a pack of best quality playing cards
by sending fifteen cents m postage to P. S. Eustis, Gen'l
Pass. Agent, C. B. & Q. R. R., Chicago, 111.
706
(joticd-l^^aiWa^j^yieW*
MAGNETIC PULLEYS.
BY W. E. HARRINGTON.
THE MAGNEl'lC PULLEY.
POWER transmission is a subject of great interest
to every engineer. When we look over the vari-
ous devices now in almost universal use to trans-
mit power, we do not see any real advance in the number
or character of the devices themselves, since the mechanic
arts first began to assume their present proportions.
When we state that every known form of power trans-
mission can be reduced to three fundamental forms, it
surprises us, yet pulleys, gearing, and connecting rods
cover the entire field, and it has been from this limited
field that the engineer has been compelled to draw from
to design his machinery. We can briefly examine into
the above general forms, and describe wherein they lack
certain mechanical features which are essential, which
have been urgently desir-
ed, and which are fulfilled
in the form of device which
is the title of this article.
Smooth face pulleys and
belting transmit by virtue
of the mechanical friction
existing between the belt
and the face of the pulley,
therefore two conditions
are demanded for their
successful operation, to-
wit: tension of belt, and
an exceedingly flexible belting — practice dictates sub-
stances which are relatively perishable, such as leather
and rubber.
Gearing is the generic term for a multitude of forms —
spurs and pinions, bevel and mitre, racks and worms, sun
and planet, sprocket, and conve)'ors. One might almost
sa}' " ad infinitum."
In all gear forms, one feature distinguishes them, and
that is the use of engacing teeth in one form or another.
Gear transmission means: Absoluteness, no yield, no
resiliency, motion versus destruction; the train of mechan-
ism must go, break or stop. A form of transmission
exceedingly valuable for many classes of machinery.
Connecting rods, links, eccentrics and rods are the
means, usually, of converting from reciprocating to rotary
motion, and with that their whole story is told. We
might state that synonymous with the word connecting
rod, is dead center and variable moment.
We can deduce from the survey of the above forms
that if a form of transmission were available embodying
the following points, it would be of value for certain
classes of machinery:
1st. Smooth face pulleys, with belting held thereto by
other means not dependent upon mechanical friction.
2nd. Belting of iron, made up in some link flexible
form, to stand hard usage, dirt and moisture.
3rd. Tension of belting not an essential condition.
4th. Amount of adherence or traction of belting to
face of pulley, if so desired, a matter of automatic or
hand control.
5th. Lubrication of face of pulley and belting, if so
desired, and if the conditions of the work require slip-
page.
6th. Simplicity, inexpensiveness, and requiring but a
slight outlay of energy to obtain the above results.
All the points as described above are some of the fea-
tures in the magnetic pulley method of transmission. An
illustration of an application of this device is in electric
street railway work. It has been the subject of careful
thought and investigation on the part of railway men
for years, to devise some method whereby one motor
could be utilized to drive a car and still have the two axles
driven simultaneously. The object being, as is of course
understood, to obtain the traction of what would other-
wise be dead wheels. An illustration of the necessity of
connecting axles to one source of power for traction pur-
poses is represented in locomotive practice, where the
several axles are connected by means of connecting rods.
The most persistent experimentation has not resulted in
the development of any successfully commercial form.
While it is known that connecting rods have been tried
for electric street railway work, still the great expense,
dead centers and crank pin bearings, were too serious
obstacles in the way of its successful realization.
Bevel gearing has been the Mecca of many, but its
absoluteness, expense, and e.xcessive wear, has con-
demned in its turn every system developed.
Sprocket chain and gearing are the devices which are
now exciting probably as much attention as any form.
The General Electric Company is working carefully,
trying to improve upon and devise some method whereby
this system may be employed. The absoluteness of the
transmission is the factor which, for street railway work,
will forever bar it out as a commercially successful form.
Anyone who is conversant with street car practice knows
that with a pair of axles and their wheels, that absolute
duplication and uniformity is not attainable, and with the
curves and other inequalities present in the running of
cars, there must be a freedom on the part of the trans-
mitting device at times to slip, otherwise unusual stresses
are thrown upon the device, resulting usually in the
breaking of parts, the whole source of trouble in all these
systems. Not only in sprocket gearing, but in bevel
gearing, this factor of slip is not allowed for, and if the
transmitting medium is not unusually strong, trouble will
and does inevitably result.
The magnetic pulley method of transmission is pecu-
liarly applicable to electric railway work, as it can be
energized from the motor circuit direct. Since the
amount of energy required is practically negligible, it can
be introduced in series with the motor circuit upon the
"ground" side. Owing to the property of a series motor
taking current in proportion to the work done, the mag-
netic pulleys will develop traction in the same proportion.
The cost of equipment required to go on a car is only
about iS per cent of the cost of the additional motor
equipment which otherwise would be required.
^ticctll^aiUttyli^Vi£^
707
The belt, owing to its running on the smooth {ace of
its pulley, can slip before it reaches a dangerous point,
and can thus compensate for the occasional differences in
the number of revolutions each axle makes. The method
of electrical connection is quite simple. Onlj^ one rub-
bing contact is employed, and is located upon the dead
axle. The current is led to it, thence to magnetizing
coils, to rim of pulle\', to metallic belt, across belt to rim
of other pulley, through magnetizing coils to "ground."
The rims of both pulleys are insulated with mica, from
the hub. The pulleys are flanged, i8 inches in diameter,
4 inches in width. The belting is flexible iron, which
runs quietly and with but little wear, this wear being
only at the joints, whereas, in sprocket gearing the wear
in the belting is in the recess of the link, where the link
bears in contact with the teeth of the gear. Tests
demonstrated that the circumferential torque or magnetic
adherence of the iron belting to the face of the pulley
was one pound per square inch of contact, iron to iron,
per ampere, which, with fifty amperes, the initial starting
current of motor meant a pull of 2,000 pounds, giving an
available horizontal effort at the periphery of a 33-inch
car wheel of 1,033 pounds. The maximum voltage
across terminals of the magnetic puUey circuit at no time
exceeded ten volts, and gradually dropped off less and
less, as the current dropped off with increase of speed of
car.
Average voltage was five volts. In the tests as con-
ducted in Camden, N. J., on the lines of the Camden
Horse Rail Road Company, every precaution was
adopted to make conditions even more severe than would
occur in practice. A test made recently was very severe.
A motor car with its brakes set was attached to the
magnetic pulley motor car. The rails immediatel}' under
the motor wheels of the magnetic pulley motor car were
thoroughly greased, also the motor wheels. Upon
applying the current, with the magnetic pulleys out of
circuit, the cars stood still, while the motor wheels simply
skidded on the greasy rail. Motor was then stopped,
and the magnetic pulleys were thrown into circuit.
Again the current was applied, and the cars moved off,
although not before the controlling switch was thrown on
the fourth notch of the No. 3 Westinghouse motor equip-
ment.
It might be interesting before closing to refer to the
results of a series of very elaborate tests carried on, on
the lines of the Minneapolis Street Railway Company, by
Professor G. U. Shepardson, as recorded in the transac-
tions of the American Institute of Electrical Engineers, in
the July and August, 1892, number. An average of
twelve tests on the road showed that with two motors on
a car, it required twenty-seven per cent less current if
only one was workmg.
THE HEALY STEAM MOTORS.
A YOUNG woman named Spence has been writing to
the English journals decrying the awful effects of private
monopolies in the United States. The English papers
regard her as a true prophet and worthy of all acceptation,
because, forsooth, she says what she is hired to say.
THE Healy steam motors are too well known to
need much description to street railway men.
Their performance on street railway lines has
been very satisfactory. A new application of the smoke-
less motor has recently been made, viz., that of propell-
ing a small yacht. As steam yachts may prove a valu-
able adjunct to man^' street railway pleasure resorts, we
here publish an engraving of the yacht "Ellen M," built
THE HEALY YACHT ENGINE.
by Mr. Healey recently. She is 25 feet long, with 2-foot
draft and S-foot beam. The boiler is 19 inches in diame-
ter and 40 inches long, having 76 square feet of fire sur-
face. The Healey double engine, with which it is fitted,
is very durable and reliable, weighing 125 pounds. Its
rating is 15-horse-power. The yacht is claimed to be
the fastest boat for its size on the Detroit river.
iiPlJ^l
THE HEALY MINE LOCOMOTIVE.
The mine locomotive also illustrated here is noted as a
puller. Its weight is 7,000 pounds, length 11 feet, gauge
2 feet 10 inches.
As is well known the Healy motors are nearly noise-
less and smokeless, the construction of the fire box con-
suming the smoke. It is these qualities, together with
the lightness of these motors, that make them so popular.
ExciJitsiON cars are late departures on tlie London,
Canada, Street Railway.
708
^)midrj\aiyi(^
WILL DO HIS OWN REVIEWING.
IT is not often a Review reader goes wrong, and it
is our firm belief that had he subscribed a little
earlier in the game he would have been all right
yet. The following letter is self-explanatory : —
"Editor, — Dear sir: Hearafter pleas sent your
Review to me as Mr. is not in it any more as
He is in St. Prison for the next four years to come, if you
Have a nothur copey of your October Number i would
like to have you to sent it to me and oblige."
THE STANDARD DIVIDER.
A NOVEL drawing instrument, which will be found
useful in many of the draftsman's daily opera-
tions, is illustrated in the accompanying engrav-
ings. It can be used for dividing a line into any number
of equal parts, (the length of each part being read from
the vernier), marking off a number of equal spaces of a
given size, using as a scale, and in many instances in
place of proportional dividers. It is made of steel, nickej
plated. Careful workmanship makes it accurate for all
positions. The draftsman will recognize it as a labor
and error saving device and it is endorsed by several
eminent professors of civil engineering. It is handled by
the Standard Divider Company, of 359 Dearborn street,
Chicago, and by leading instrument dealers.
THE QUICK AND THE DEAD.
THE rapidity with which needed improvements are
installed in American cities, especially in the line
of city transportation, affords as strong a contrast
as any, of the difference between the enterprise of the
new world and the red-tape process of the old. Hon.
Lorin A. Lathrop, a San Franciscan, who in 1880, at the
age of but twenty-two years, was appointed consular
representative to Bristol, England, and which office he
still holds, is now making his first visit to San Francisco
since he left, thirteen years ago. The progress made
during those years is naturally marked. He says:
"The most striking and interesting thing to me is the
marvelous enterprise and energy exhibited in the growth
of your transportation system. San Francisco's street
railway system is a marvel. There is nothing like it in
the world. In no other city can you go so far and so fast
for so little money.
"London has two cable lines. One is the Highgate
hill, near the home of the Baroness Burdett-Coutts; the
other runs two or three miles on the Surrey side of Lon-
don. Only one is running now.
"Several months ago a gripman lost control of his car
on Highgate hill. It dashed to the bottom. Nobody
was hurt. The papers set up a clamor, though, because
somebody might have been injured. The result was that
the Board of Trade, which is there a government depart-
ment, ordered the company to cease running its cars
till certain changes were made in the system.
"The changes would have required an enormous out-
lay of capital, and the cars are not running yet. The
cable cars of this city would fill the conventional Briton
with horror. They would demand that the cars should
be run so that the oldest woman could get out of the way,
not with such speed as to tax the spryness of the most
agile young man."
RAILWAY EQUIPMENT RAIL BOND.
AVERY simple solution of the question of making
a good electrical and moisture proof contact
between bond and rail is offered by the new
spring bushing, brought out by the Railway Equipment
Company, of Chicago. Everyone who has has experi-
ence with rail bonding knows that channel pins cannot
give good contact, their only strong point being that they
are cheap and quickly applied. This bushmg is as easily
applied as the channel
pin, while making a prac-
tically perfect contact. A
perfect bond connection'
is one of the crying needs
of the times, as has been
frequently pointed out in
the Review, and we are
glad to welcome this de-
vice to the list of stand-
ard appliances for electric
railways. It has already
been adopted by several
large roads. The bushing is a slightly tapered ring,
with a ;,V-inch split down one side. It is slipped over the
end of the bond and driven in a manner similar to a chan-
nel pin. In driving, the slit springs shut and there is a
continuous contact the entire circumference of the bond.
HUSHING BOND.
Map of the United States.
A large handsome map of the United States, mounted
and suitable for office or home use, is issued by the Bur-
lington Route. Copies will be mailed to any address on
receipt of fifteen cents in postage, by P. S. Eustis, Gen'l
Pass. Agent, C. B. & Q. R. R., Chicago, 111.
John W. Taylor, of Essex county, N. J., an
ex-state senator and corporation counsel for the South
Orange Street Railway, committed suicide.
(^lic£tl?\ail*v&y*li^Vm/
7(19
A NOBLE WORK AMONG STREET RAILWAY
EMPLOYES IN ST. LOUIS.
MENTION was made in the Review some
months ago, of the establishing of a free read-
ing room for the employes of one of the great
street car lines in St. Louis. The undertaking, which
has proved a great . success, is maintained under the
auspices of the Church of the Holy Communion, the rec-
tor of which, the Rev. P. G. Robert, has given it his per-
sonal time and attention, not only since its opening, but
in its inception, and has been ver^' successful in enlisting
interest and aid in the work. In response to our request
he has kindly given a brief account of its history, though
modest}' has prevented him from a proper mention of his
own untiring efforts in its behalf. Dr. Robert writes : —
" My son has handed me your letter, and I gladly
respond to your request to give some account of the
• Holy Communion Church House and Free Reading
Room.'
"An earnest churchwoman, a communicant of my par-
ish, who was then living near the Olive street power
house, was one day applied to on behalf of a sick and
suffering woman, wife of one of the street railway
employes, to visit her and see if her distress could be
relieved. To make such a request of this lady was to
have it at once granted; and to her surprise she found
the power house — which was then occupied in the upper
story by the men and their families — and that whole
neighborhood, seething with a population for which no
religious privileges were provided. Nor did the resi-
dents have any desire to seek them, living as they did in
a little world of their own, and believing that ' no man
cared for their souls.'
" While the majority of the residents of this locality
were railway men and their families, there were others
who had moved there for traffic of a questionable charac-
ter. This lady came to her rector and reported her dis-
covery. We made the rounds of the neighborhood
together, and finally rented a room in a back alley in
which to hold religious services. Not many of the men
could be present, though a relatively late hour was
chosen for their convenience; but the runs kept them so
closely occupied, that when the day's work was done
they had but little desire to attend religious or any other
sort of services, but only to rest. But their wives and
children came, the women bringing their little babies
with them, of course, or they could not have been pres-
ent. To relieve them of their embarassment, when the
babies began to be restless, I made them put the children
on the floor, and they crawled all around while I was
preaching, two or three of them sometimes clingiTig to
each foot.^ This was our beginning. We moved three
times to larger rooms before taking the house now occu-
pied. Railway men rent the rooms on the upper floors,
but those on the first floor were opened for a chapel, and
a meeting place for the men. If they could not come to
service at night, we arranged for them to have a place
when they were waiting for their cars to which they
could resort; and so we ran opposition to the saloons and
poker shops, and we found our friends glad indeed of a
respectable place in which they could be at home.
" Then the lady of whom I have before written, who
js still at the head of the Church House, suggested the
idea of a free reading room, and the daily papers were
given us, and a library of choice books purchased on
monthly payments, and this not only attracted the men in
greater numbers, but gave them the opportunity of
increasing their stock of useful knowledge. They also
asked, and readily received, permission to hold the meet-
fngs of their social club in the chapel, and we often have
entertainments, which not only give the neighbors a
pleasant evening together, but refreshments are served
at reasonable rates, which help to defray the expenses of
the establishment.
"I give them religious service every Wednesday
evening, and on the other evenings during the winter,
and on Sunday afternoon; there are bible classes, instruc-
tion in stenography for young girls, a school for young
men and women, taught by a public school teacher, who
gives her service gladly to the work. Of course the
poor attached to the House are relieved, and a history of
the lives of many that have come under our influence,
and the change that has come over them, would make a
volume of thrilling interest.
" In this time of financial distress we find ourselves
dragging bottom right often; and we pray constantly for
the restoration of that 'confidence' \Vhich congress tells is
wanting, and for more money."
P. G. Robert.
" St. Louis, October, 1893."
IT WAS'NT DYNAMITE.
FOR several weeks the employes of the Topeka,
Kas., Electric Railway have looked with sus-
picion upon a certain curious box that has been
attached to one of the piers of the company's bridge by
a small rope. It was a strong and carefully made box,
about 30 inches square, and finally was brought to the
notice of the superintendent, who made inquiries. No
one knew about it. Some thought it might be dynamite.
Others surmised it was the attempt of some murderer to
cover up his misdeeds. A few thought of buried treas-
ures. Everybody was afraid of it. Finally, it was taken
out of the river with extreme care and landed where it
would not kill any one, and opened. Inside, some dirty
water and a little catfish met the expectant gaze of the
bold men. The catfish was nearly white from depriva-
tion of light. Now everybody wants to know why any-
body should bury a box of dirty water and a little catfish.
To RENEW tarnished brass buttons, clean with a strong
caustic soda water to remove all traces of lacquer and
dirt. Wash in hot water and dip in strong nitric acid for
from three to six seconds, and dip immediately in boiling
water. Dry and lactiuer while hot with thin shellac var-
nish.
710
(^tied/0\aiiw;ayj\c^^
HALF FARES.
Interesting Facts from All Parts of the Country Boiled Down
for Busy Readers.
W. MusHRUSH, a lineman at Cleveland, O., recently
received the full benefit of the 500-volt circuit but went
to work the same day.
Martin Catt had his pocket picked on a Chicago
street car. If it had been his brother Tom we imagine
he would have howled and made the fur tly.
The gondola came to the World's Fair to compete
with the electric launch, and now the electric launch is
going to Venice to compete with the gondola.
The medal won by the Chicago City Railway, for
World's Fair transportation, is in the form of an extra
dividend of 10 per cent, which will be paid November
30.
The Minneapolis-St. Paul strike was of short dura-
tion— a faint hearted effort. The great majority of the
men, especially in the first named city, stood by the com-
pany all through.
Of 664,000,000 railway passengers carried by British
railroads in 1892, 129 were killed and 2,000 injured.
Railroad servants were killed to the number of 500, and
3,000 were injured.
The prize for a design of a Sheridan monument, to be
presented to Chicago and placed in some West Side park,
by Chas. T. Yerkes, has been awarded to George
Wagner, of Chicago.
Newark's discarded street car horses, recently sold at
auction, brought from $3 to $22, for the better ones,
while a number of seconds went at $1. Doesn't some-
body want to start a horse railroad.^
A CUT of 10 per cent in wages was made by the Des
Moines Street Railway Company. The company will
restore the rate April i. The employes, seeing the
necessity of the matter, have accepted the reduction.
The old yacht Pilgrim has been bought by the Quincy
Street Railway Company, of Boston, and it is understood
that it will be used as a ferryboat. James Mclntyre, of
South Boston, will make the necessary changes on it.
Twenty-one rapid transit lines are now in operation
in Baltimore, the first one started being the North Ave-
nue Electric Railway on August 16, 1890, and the last
the Huntington Avenue Electric, on October 3, 1893.
Grant Proudfoot, superintendent of the DesMoines
Street Railway, is a staunch democrat, and bet several
bets on Horace Boies' re-election. Consequently Mr.
Proudfoot spent several hours the day following election
in carrying a banner inscribed with republican emblems
and yelling for the republican ticket.
Commissioner Rickaru, of the New York railroad
commission, sa3S that body will collect evidence and sta-
tistics for data from which to deduce a number of rules
governing the speed of electric cars in New York state.
A cable weighing 40 tons was recently made and
shipped by the California Wire Works, San Francisco, to
the St. Louis cable railway. Forty horses, in teams of
two abreast, were required to draw the load to the depot.
The communication between Superior and Duluth, this
winter, will probablj' be facilitated by a pontoon bridge.
The proposition will be submitted before the ice forms.
The street railway tracks may thus be run across with
ease and safety.
Crabs tied up the Hudson County Electric Railway
recently. The engines of the power plant are fed from
the Broux river and a million or so adventurous crabs
explored the engine piping to such an extent that an
hour's shut down resulted.
The Citizens' Street Railway Company, of Kalama-
zoo, Mich., has contracted for twenty-five keel boats and
two steam launches. These will be placed at Lake
View Park and used to induce traffic. The company
will sell privileges at the docks.
The Sandusky, Milan & Huron road, after a gallant
fight, finds itself out of the financial woods, and the
indebtedness is being settled as fast as possible. The
treasurer gave a 500-mile ticket to each bond subscriber
on making payment, November i.
The Saratoga, N. Y. Electric Railway Company, is
casting about for winter uses. If the spring companies at
the geysers will use the road for freight transportation,
and adopt electric power for the bottling business, the
plant will be operated during the next six months.
J. C. Duncan, the receiver of the Knoxville Electric
Railway Company, is also superintendent of the electric
light plant. Mr. Duncan has made a splendid record in
the management of both interests, and is, besides being
a thorough business man, an electrician of attainments.
Some bright man in New York has had the patience
to figure out the problem of how much it costs a man to
ride six hours on the intramural facilities of the metropo-
lis. He finds that for fifty cents, coin of the realm, any
person so disposed may travel six hours and walk only
half a dozen blocks in changing cars.
Kansas City burglars successfully "burgled" the
safe of the Kansas City Elevated Railroad, obtaining
$1,600 in cash and some valuable city records. The
work was done in a quiet, expeditious and workmanlike
manner, and did not awaken some twenty people who
slept in the building. A watchman's salary for the past
year would have been a good investment for the Ele-
vated.
(^lM«tl%iWay-5^eVleW*
The wildest scheme of the month comes from the far
west. The exchange says that a party of eastern capi-
talists are about to put "trolley boats" in the Black Canon
portion of the Colorado river. The power is to be gen-
erated by the river itself. Surplus power will be used
to pump water over the arid districts for irrigating pur-
poses.
The deadly horse car, in Cincinnati, made a record,
recently, by seriously injuring a passenger in a most pecu-
liar manner. It seems that the horses' tad tang-
led up the reins, and in the beast's frantic efforts to kick
his tail loose succeeded in kicking a section of dashboard
through a front window and into the head of the pas-
senger.
Even on so small a road as the Liverpool & Wellsville
Electric they do have hoodoos. So thoroughly was the
idea imbued into the employes' intellects that when the
winter cars were repainted the hoodoos No. 5 and No.
10 were changed to 29 and 30 respectively. The public
also had an idea that the cars were possessed and often
refused to ride in them.^
The Twin Cities Rapid Transit Company and the St.
Paul Park board, have arranged for the erection of a
handsome pavilion at Lake Como. This will be opened
to the public in June, 1894. The estimated cost is
$8000, and it will extend out into the lake two hundred
fee't, built on piles. Concerts and similar attractions will
be furnished by the company.
The story comes from Philadelphia of a barn foreman
whose strength was such that the use of electric cranes
and other modern lifting apparatus was unnecessary. On
one occasion with a single assistant he lifted a 4,000
pound car from one track of the barn to another. It
should be stated, in order to adhere strictly to the truth,
that this was during a fire and the excitement probably
slightly increased his strength.
John Slingluff is the great man of Norristown, Pa.
He is bank president, and of course, president of the
street railway, called the Citizens' Passenger. Mr. Sling-
luff is interested in electric traction from all standpoints,
including the front platform. He, therefore, spends a
day, at i^ntervals, twisting the controller and manipulating
the brake. This gives him an opportunity to learn lots
of things that railway presidents are not supposed to
know.
The cruiser New York has another claim for distinc-
tion in being the first navy vessel equipped with an elec-
tric launch. Secretary Tracy ordered the launch last
February, of the General Electric Launch Company, of
New York. The craft will be the captain's gig, and will
be 30 feet in length, 6 feet 10 inches beam, and draw 22
inches. She will hold sixty-four storage cells and carry
twenty persons. The weight of the craft is 3,900 pounds
and she will cost $3,200.
The Taunton, Mass., Street Railway Company asks
for rights to extend, to equip with electricity, and relay
part of the road. Estimates are for the proposed new
track and roadbed, $159,369-89; overhead work,
$19,555.48; miscellaneous, $22,675; additional rolhng
stock, $48,750; addition to power plant, $17,000; tools,
etc., $1,750; total, $269,200.37.
The Youngstowq, O., street railway employes sub-
scribed a generous amount to the relief fund recently
raised to help those out of work in the city. Every
employe participated and the money was sent, says the
resolution, "as a thank offering on our part for uninter-
rupted employment." It was a graceful act and, as usual,
the company helped out liberally.
The Philadelphia Record, in a learned editorial on
railroad speeds, says that a 100 mile an hour express
train would fly off the track at the first sharp curve. The
whereforness of this expenditure of good newspaper
talent on a technical subject is found at the end, where it
is learned that the editor has unearthed a single rail sys-
tem, which will revolutionize transit.
The Eau Claire, Wis., council passed, under protest,
a resolution permitting the street railway company to
construct a car barn of frame. The company immedi-
ately set a large force of men to work, and by the time
the usual petition came around to rescind the ordinance
the barn had been built. It takes quick action to circum-
vent a street railway company.
Denny Murphy, who drove the first mule car in Mil-
waukee, was watching the big Brill double decker as it
moved up East Water street, during the convention.
« Whist, now," said Denny, " its mesilf that druv a two-
story car in Milwaukee 30 years agone. It tuk eight
mules to pull it, and it carried 200 passengers a trip."
Then Denny took another "chaw '" from the man next in
line, and remarked, "Things ain't loike they wance
wus."
B. J. Arnold, well known to the street railway men of
the country as designer of several of the most complete
and economic power plants for street railway work in the
country, notably at Little Rock, Ark., Saint Jo, Mich.,
Chicago & North Shore, Chicago, and the Intramural
power house at the World's Fair grounds, has severed
his connection with the General Electric Company, and
embarked for himself at 565 Rookery, Chicago. Mr.
Arnold's abilities as a consulting engineer reqmre no par-
ticular introduction, as "his works do follow him." He
is an accomplished mechanical engineer, electrical expert
and has no mean knowledge of the architect's methods.
John M. Jones, of J. M. Jones' Sons, departed for
Troy N. Y., after a six months' sojourn at the Colum-
bian Exposition. Mr. Jones did gallant work in spread-
ing reliable information about the Jones car, and made
many firm friends.
712
^l?ied/j\mWa|y'j^ylcw^
THE BROWN ELECTRIC COMPANY.
YOUTH is a crime which, with the younger Pitt, the
electrical supply business can neither palliate or
deny. Among the younger of the supply houses
now doing a flourishing business may be mentioned the
Brown Electric Company, of Boston. At the corner of
Summer and Federal streets, in the Hub, they have
installed their offices and ware rooms for the sale of tele-
graph, telephone, electric light
and railway supplies. Of the lat-
ter industry its necessities and ac-
cessories the Brown Company has
made a special study. They have
introduced to this branch of the
trade a complete line of overhead
equipment, which has met with
the greatest success and is being
M w, BROWN. adopted by many leading street
railways. During the past year
this company has furnished the equipment for the Lan-
caster & Columbia Street Railway Company, of Pennsyl-
vania; the South Jersey Traction Company, which is
doing a large amount of building in that state; the Hart-
ford & Weathersfield Street Railway, and the Glaston-
burg Street Railway, of Connecticut; the North End
BROWN ELECTRIC COMPANY SUPPLY HOUSE.
Street Railway and the Quinsigimond Street Railway, of
Worcester, and numerous other roads, besides orders to
a considerable amount from various lines.
The company does, besides, a large lighting business,
and have put on the market several new specialties, par-
ticularly a new push switch, which is meeting with phe-
nomenal success.
We are pleased to present to our readers the portraits
of the two principals of the company.
Maybin W. Brown, is well known to the trade as a
successful street railway man, with an extended knowl-
edge of the requirements of the business. He has a large
acquaintance among street railway
men.
Philip M. Reynolds, the treas-
urer of the company, is also
thoroughly versed in the details
of the supply business. He was
for some time connected with the
Thomson-Houston and the Gen-
eral Electric companies, where his
apprenticeship was served. He
has financial charge of the com-
pany and b}' his caution and sagacity has brought it
through the late unpleasantness with flying colors.
p. M. REYNOLDS.
CHAS. A. SCHIEREN ELECTED MAYOR OF
BROOKLYN.
THE name of the mayor-elect of Brooklyn is one so
familiar to our readers, we take pleasure in
extending congratulations, and present below a few
words historical of his life. Although the nominee of the
republican party, Mr.
Schieren received a very
strong support from the
other side.
Mr. Schieren, the head
and front of the great belt-
ing house, which was or-
ganized in 1868, of Chas.
A. Schieren & Co., Brook-
lyn's new mayor, was born
in Germany, in 1851, and
has been a resident of
Brooklyn since 1856, and
since his majority a worker
in political causes. He has been connected with the Brook-
Iny Young Republican Club for a number of years, and
two years ago succeeded Chas. A. Moore as its president.
His practical experience in politics, his large business
interests, and the thorough respect in which he is held by
both factions, made him a desirable candidate for the
highest honors of Brooklyn. Mr. Schieren is an earnest
and effective public speaker, and gained great credit for
his management of the Henry A. Meyer campaign for
the same office two j'ears ago.
We congratulate Brooklyn and Mr. Schieren.
CHAS. A. SCHIEREN,
Maynr Elect (if Brooklyn.
A Fremont, Neb., ex-car horse ran away the other
day, and they say that the animal followed the track
'round and 'round until he got tired and then went to the
barn where he belonged.
A MOTORMAN On the Pittsburg & Birmingham Traction
line has been notified that he has fallen heir to one-
twentieth of an English estate valued at $1,500,000, and
which has been in chancery since 181 2. His name is
Charles A. Benley.
(^txeety\a4lw&|y'li^vicW*
7i:
AN ELECTRIC CAR ELEVATOR.
COMPANIES which have occasion to store or
repair cars above the first floor, and which are
using electricity as motive power on their lines,
will be interested in a description of the electric elevator
recently installed in the new car house of the Worcester,
Mass., Consolidated road. It was built by the Frisbie
HOISTING MACHINERY.
Elevator and Manufacturing Company, of New Haven,
Conn., and since its installation several weeks ago has
been in constant use, furnishing an entirely satisfactory
service. The problems involved in the installation of
this elevator were many of them quite novel. The
ELEVATOR STARTING.
machine is very heavily built, and is operated through
friction pulleys attached to a worm shaft, which in turn
meshes into a very heavy spur gear, the same being
fastened to the drum. These pulleys are of the Frisbie
type, which have been so prominent in the country for
more than a dozen years. The machine runs quiet!}-
and is geared so heavily that the platform has a speed of
thirty feet per minute, while the drum travels very slowly.
The elevator machine weighs four and a half tons alone.
The power is transmitted to this machine from a 20-horse-
power Westinghouse motor, through a countershaft as
shown in the engraving.
The platform is thirty-four feet long, fifteen and a half
feet high, and ten feet wide. This is built entirely of
iron and weighs six and a quarter tons. It is guided at
four points on lo-inch channel iron beams, with maple
guides fastened thereto. The platform is raised a dis-
tance of twenty-five feet, and has a lifting capacity of
nine tons. Our engraving shows the platform with the
ELEVATOR AT TOP.
car on it, in the act of being raised. Attached to the
platform are four counterweights, run within separate
guides, each weighing one and a quarter tons. These
are suspended by two cables each, while the platform is
suspended by four heavy iron cables.
It was in the overhead work, where most planning
was necessary. The beams are very heavy steel ones,
and are supported either by the heavy brick walls, or by
8-inch iron columns bolted to very heavy iron girders.
This beam work is all securel)' tied together. The main
sheaves are four feet in diameter and made very heavy,
weighing nearly one-half a ton each, properly scored to
receive the four lifting cables. This overhead beam
work was made more difficult to erect, from the fact
that there is only one-half inch clearance between the
main cross beams that carry the large sheaves, and the
truss work of the roof. The elevator in question is
handled very readily, indeed as much so as the ordinary
small freight elevator is, the machine being very respon-
■14
(^iA^y\ailM^j^VlcA/
si\'e to the motion of the operator, and for such lar^e
work runs very quietly and smoothlj-. Everything about
the construction of this elevator is of iron, except the
floor of the platform, and over twenty tons of material
entered into its construction, exclusive of the motor and
foundations.
Col. Jones, who has been in constant attendance and in
charge of the exhibit, is a mechanical engineer of many
years experience, and has been untiring in his attention
to visiting brethren, with all of whom he is very popular.
AN INTERESTING CASE AT STREATOR.
THE BIGGEST BOILER IN THE WORLD.
TO the west of the big boiler plant at the World's
Fair, described several months ago in the Review,
is another array of power producers hardly less
interesting. This subsidiary plant was necessitated by
the amount of power
used.
Chief of interest in this
above mentioned subsidi-
ary plant, was a pair of
gigantic vertical water
tube boilers, made by
the Clonbrock Steam
Boiler Works, of Brook-
lyn, N. Y., on the Morrin
Climax system. A faint
idea of the immensity of
these generators may be
gleaned from the en-
graving presented, but
they must be seen to be
reahzed.
This Climax display
represented 2,000 horse-
power. One boiler was
of 1,000 horse -power
capacity, and two were
of 500. The whole bat-
tery contained 20,000
square feet of heating
surface. The two five-
hundreds have 500 tubes
each, of 3 inches diam-
eter, II }4 feet long. The
large generator holds
1,000 tubes, of 3 inches
diameter, 12 feet long,
which, if placed in a continuous line, would reach two and
a half miles.
The three boilers installed bj' the Climax people are
guaranteed to evaporate 60,000 pounds of water into dry
steam under actual, not ideal, conditions. The 1,000-
horse-power boiler weighs, when ready for service,
181,000, and the smaller 131,000 pounds each. The
large boiler occupies 198 square feet of floor space, while
the smaller ones require 130 feet each. This type of
boiler has been in service night and day for eight years,
and on the general market for five years.
In street railway fields it has been particularly adapta-
ble to trying conditions, and the number now in use in
street railway power stations may be taken as represen-
tative of the future prospects of this generator.
BIGGEST BOILER IN THE WORLD.
THE electric railway at Streator, 111., of which
Walker Miller is manager, has just been victori-
ous in a damage suit, for the value of a horse,
which was killed by a shock from a fallen wire which
crossed the trolley wire. The facts in the case are sub-
stantially as follows: On February 9, 1891, there was a
great sleet storm, so that
the wires of the Central
Union Telephone Com-
pany were nearlj' all
broken down in the city
of Streator. The wires
of the Electric Street
Railway Company with-
stood the storm and re-
mained in perfect condi-
tion. It was claimed by
the plaintiff that the wires
Telephone Company fell
of the Union Central
across the trolley wire of
the electric railroad and
suspended to the ground.
About eight o'clock on
the morning of February
20, the plaintiff, Godfrey,
was driving his team
along the street and came
in contact with the wire,
which he claimed was
suspended from the trol-
ley wire to the ground.
His horse was instantly
killed. The further evi-
dence showed that the
telephone company was
using their best endeav-
ors to clear up the wreck,
and the superintendent of the street railway directed the
conductors and motormen on their line to be careful to
remove any and all wires that were down, and the men
claimed that the)' did as directed.
Under this state of facts the plaintiff dismissed as to
the Union Central Telephone Company and asked a ver-
dict against the Electric Railroad Companj'.
In the circuit court Judge Blanchard ruled that under
the testimony a verdict could not be sustained against the
railroad, and as the plaintiff had, on his own account, vol-
untarily relinquished claim against the telephone people,
there was no alternative but to dismiss the case, which was
done on motion of Reeves & Boys, attornejs for the street
railway. The case is one of very few of similar nature
which have been carried into court.
collect li\aiW«vU\cyi^
15
THE WILLANS ENGINE AND ITS
WESTERN HOME.
FOR man)' years the Willans & Robinson patents
on central valve high speed engines have been
well known to British and continental power
users, through the manufactured product of Willans &
Robinson, Ltd., of Surrey, England.
The time has come, however, when the English manu-
facturer, if he has aught of merit, must come into the
great and growing West with his product. Some first
class American manufacturer, who knows the people, the
wants, and the field, must become the western builder.
With no hesitation and without mistake, the fate of
the Willans engine for the western hemisphere was put
in the hands of the M. C. Bullock Manufacturing Com-
pany, the well known engine and mining machinery
builders, at 1170 West Lake street, Chicago.
THE WILLANS DIRKCT COUPLED ENGINE.
The Willans engine is particularly adapted to the uses
of electric light and traction stations, and direct coupling
with dynamos. As it is a vertical, the prominent factor
of floor space economy is attained, and in addition the
Willans engine claims maximum economy of fuel, labor
and repair.
The Willans central valve is a single acting engine, of
low piston speed, for a high speed engine, with conse-
quent economy of wear in cylinders and piston rings.
The valves, of the piston type, work inside the piston
rods, with excellent distribution of steam and opportunity
for water drainage. They are made in five standard
sizes, having two to three cranks, and with low pressure
cylinders, of twelve, fourteen, seventeen, and twenty
inches, with strokes of six, eight, and nine inches. The
standard revolutions per minute are quoted as 470, 460,
380, 350, 350, according to the sizes. They are run
condensing and non-condensing, compound and triple
expansion.
Each line of pistons in the Willans type is connected to
its corresponding crank by two connecting rods, with a
space between, within which works an eccentric, forged
solid upon the crank pin. The piston valves, as noted,
move inside a hollow piston rod, which passes completely
through the line of pistons and through the ends of the
cylinders. The valve faces, i. e., the inside surface of the
hollow piston rod, move with the piston, and the valve
motion thus required is a motion relative to the piston.
All parts of the engine are in compression, and all the
moving parts are designed to be in constant thrust. The
connecting rods are thus intended to work always in com-
pression, and the eccentric likewise, the compression in
the latter case being formulated by the pressure of the
steam in the steam chest. Steam distribution in the com-
pound engine is effectual, cutting off at .6 stroke when
the gland rings are as low as can be fitted, but the height
of the latter determines the cut off.
Air cushioning in the guide cylinder is provided without
the addition of any moving part to the engine by the
guide pistons, these compressing the air on the up stroke.
Internal relief valves are provided for all engines in
the low pressure cylinder, and, when practicable, in the
high pressure. In cases where they cannot be applied,
external valves are fixed. The drainage and lubrication
of the Willans is special, and deserves consideration.
These types of engines attracted considerable attention
at the World's Fair. In both Machinery Hall and the
Electricity building exhibits were made, the most interest-
ing, to our mind, being that of the latter, of which we
show an engraving.
The Bullock Company is now making ready for a
vigorous canvass of the power field, with reference to the
American introduction of the Willan's engine, and will
take pleasure in further explaining or elucidating the
strong points of this type of power producer.
PAVING IN EUROPE.
IN Paving and Municipal Engineering, Louis H.
Gibson says that brick pavements in Holland are
first class, but where expense figures in the charac-
ter of the foundation, there is a departure from the best
results, though a brick pavement will stand much better
than any other kind on a poor foundation. Some of the
streets having tracks are paved with brick on a concrete
foundation, with a filling of Portland cement. The
result is a very rigid, durable surface. London has
done a great deal of experimenting, but has now passed
that stage, and has settled down to granite, wood or
asphalt on concrete foundation. On such foundation the
covering can be renewed whenever necessary-. Most
American cities are weak in the matter of repairs. In
Europe there is a constant patrol of the pavements, with
a view of finding and caring for imperfections while they
are yet slight. Block paving is made to wear down thin
without ruts, simply by the prompt renewal of bad
blocks.
716
<j»tu£tlf\ailwW'j\ey^
COST OF STORAGE BATTERY OPERATION
ON SECOND AVENUE, NEW YORK.
OFFICIAL figures have been given out on the
performance of the Waddell-Entz storage bat-
teries on the Second avenue line in New York.
It is certainly to the credit of the Waddell-Ent/i people
that they are not afraid to publish figures, (as are the
majority of storage battery companies,) even though those
figures are not exceedingly low. The road was started
June I, 1S93, and has been in continuous operation ever
since, between Ninety-fourth and One Hundred and
Twenty-ninth streets. Ten cars were run, but lately the
number has been increased to eighteen. The battery
depreciation has been 1.54 cents a car mile. The total
cost of operation is given as 9.32 cents, which it is claimed
can be reduced to 5.29 cents, with the eighteen cars now
running. The depreciation is the main item of interest,
however, as the cost of power and attendance in a well
designed station ought not to exceed that on a trolle}'
road.
The WaddeH-Entz batteries are known as the zinc-
copper alkaline type, and are radically different from the
more common lead cells, that have been so extensively
tried for traction. The positive plates are of woven cop-
per wire, insulated with cotton. The negative plates are
the steel partitions of the iron case, which case serves the
double purpose of being one electrode and holding the
solution. The copper positive plates are slipped in
between the steel partitions in the case, the cotton insula-
tion preventing a short circuit. The solution is zinc dis-
solved in potash. In charging, the copper is oxidized and
zinc deposited on the iron sides and partitions of the cell
this action being reversed, of course, in the discharge.
In practice it has been found that the main weak point in
the cell and the one which causes the chief expense of
battery maintenance, is the cotton insulation on the posi-
tive mat. We presume that some bright inventor on
learning this will suggest the use of a water and acid
proof insulating compound. The electro-motive-force of
these cells is less than half that of a lead cell, being from
.82 to .89 volt, as against 1.8 to 2. 2 volts. The amper-
age is, however, enough greater to make up the differ-
ence.
The car controlling is done without the use of a brake.
The field magnets are excited by a separate set of cells,
and the speed in the main is varied by different combina-
tions, in series or parallel, of the cells connected to the
armature. At the highest speed all the cells are in series
In shutting off the current it is plain that the voltage of
the motor is higher than the combination of cells to which
it is attached and it acts as a dynamo, giving current to
the cells and stopping the car. This dynamo action con-
tinues till the motor slows down enough to make its vol-
tage the same as that of the cells, when the motorman
puts the controller on the next lowest notch and so on
imtil on the lowest notch the cells are cut out and the motor
armature short circuited. A queer feeling comes over
the average motorman when he sees these cars both
started and stopped by means of the controller. It is
certainly a beautiful method of car control when not
abused by careless men. The arrangements for the
handling of cells are very complete. As is natural with a
storage battery plant, being experimented with in a city
like New York, the visitors have been numerous and the
road has been the center of much interest.
If the results of the trial of the equipment of eighteen
cars now running are as favorable, as regards cost per
car mile, as there is reason to believe, they will be adopted
for the whole road. Batteries for ten cars were recently
shipped by the Waddell-Entz Company for use on a sur-
face road in Berlin. Two sets of batteries, of 144 cells
each, are provided for each car. The weight of a set is
about 4,100 pounds. Cars have been regularly run
twenty miles with one charge.
The work has every appearance of being an honest trial
and the results are by no means discouraging.
THE TORONTO TRANSFER TICKET,
TheToronto Railway
N0V?I5^1893
I»j[9 2120
ANEW form of transfer ticket has during the month
been put in service on the Toronto railway lines.
Our reproduction, which is a little more than one-
half actual size, shows the plan which enables a very
close time limit, the great desid-
eratum of a transfer. The date
is printed in for each day, and
the further limits are punched
by issuing conductor. Four can-
cellations are made, one for a. m.,
or for p. m.; one for direction ;
one for the hour and another
for the minute, which is brought
down to within five minutes.
Passengers are very properly
required to use the first car, and
are also obligated to examine the
ticket, to see if it is correct,
before leaving the car. Our
readers will recall the St. Paul
decision, where the court held
the company had a perfect right to insist on this rule if
printed on the ticket.
The reverse side of the Toronto ticket, reads as fol-
lows:
CONDITIONS OF TRANSFER TICKET.
This is not a stop over and is not transferable, and only good if pas
senger lakes first car leaving junction where transfer is made.
The date and time punched must be verified and accepted by passenger
when he receives this ticket, and in case of difference between passenger
and conductor on transfer car tlie passenger must, if conductor demands
it, pay fare and present this ticket with application for redress, to the
superintendent's office. James Gunn, Sup't.
The ticket has been in use about two weeks and is
working nicely, giving good satisfaction.
Thomas C. Barr, president, and John I. Waterbury,
vice-president, of the New Jersey Traction Company,
have resigned, and David Young of Newark elected presi-
dent and general manager. The $8,000,000 of stock has
all been subscribed.
(^:tiectj\ailM^l>^eA/lcw^
717
A SERMON ON SWITCHBOARDS.
A few Plain Remarks on a Simple Subject.
15Y JAMES RALEY.
A FULLY equipped modern electric railway switch-
board is a very simple collection of apparatus.
Nevertheless, very few fully equipped boards are
to be found, even among the newer roads. It is in the
hope that it may bring about a realization of the advan-
tages of more completely furnished boards, that this
article is written. Switchboards may be things of beauty,
but the)^ will not be joys forever until they are more fully
equipped than are the majority to be found in use to-day.
It is no uncommon sight to see a very fine switchboard
on which a great deal of money has been spent, yet lack-
ing some one piece of apparatus that is necessary to the
most reliable and satisfactory operation of the road. The
switchboard controls the entire electric system, and there-
fore its good or bad operation affects the whole system.
It is not necessary that a large sum of money be spent
in making an imposing display of switches and instru-
ments for the edification and astonishment of the rural
visitor to the station, but it is important to have enough
instruments so that the attendant will not be in the dark
as to the performance of the plant.
To proceed to more definite details; no plant has any-
right to remark on its fine switchboard unless it will
answer the following general description. The dynamo
end of the board has a panel for each generator, on which
is found the generator field rheostat, a three pole switch
for connecting the machine with the bus and equalizing
bars, an ammeter, a circuit breaker and a voltmeter plug
or connection to a voltmeter switch. From the dynamo
board, or more properly boards, (for each panel is a unit
by itself) one of the bus bars is led through the main
ammeter to the feeder board. Each feeder is supplied
with a single pole switch ammeter and circuit breaker.
Against the majority of dynamo boards now in use there
is nothing serious to be said. It is on the feeder board
that the great sins of omission are found, and right here
the question of the proper sectioning of the trolley lines
comes in. There are some straight and single lines run-
ning through country districts where sectioning is not
advisable, but a greater majority of roads ought to have
sectioned lines than now have them. All sorts of ridicu-
lous combinations are met with on feeder boards. Some-
times a trolley line is sectioned and then the section feed-
ers are brought in to a feeder board that has no circuit
breakers, a proceeding paralled by the man who bought
a postal card on which to put his communication and then
invested in a stamped envelope in which to enclose his
card. In other words, omission of the circuit breakers is
throwing away the main advantages of a sectioned line.
These advantages are as follows: —
1. An accident or short circuit on one section does
not interfere with trallic on other sections.
2. A short circuit does not overload the entire station
and consequently the strain on machinery is lessened.
3. As the current, sufiicient to throw a feeder circuit
breaker is but a fraction of the total station load, the danger
of fire and destructive fusion from short circuits is very
much decreased.
4. The voltage throughout the system can be kept
more even.
When there are no circuit breakers on the feeder
board, the last advantage is the only one fully realized.
The first is realized to a certain extent, in that after much
vexatious delay the short circuited section can be cut out
by hand. This cutting out by hand can only be done,
however, after a few time-costly experiments to determine
which section the trouble is on. Everthing considered,
the omission of circuit breakers on sectioned trolley feeder
boards, is entirely inexcusable and absurd. Fuses are
not considered in this connection, because they are out of
date. Fuses have such an inconsiderate habit of blow-
ing when they ought not to and making an unwarrant-
able fuss when they do go, that the majority of railway
electricians have seen fit to quietly discontinue their use.
Another peculiar omission is that of putting no amme-
ters in the feeder circuits. This is not as serious an
omission as that of the circuit, breakers, because a port-
able ammeter can be cut into each feeder from time to
time, and the average load on each can be determined.
Nevertheless, they are a great convenience, and help to
intelligent operation of the circuits and adjustment of cir-
cuit breakers.
The statements made in this article will probably seem
elementary, as they are well known to every electrical
engineer, but the condition of switchboards in power
plants over the country is such, that there is evidently
need that some one should be waked up on the matter.
FENDERS IN BALTIMORE.
THE Baltimore City Council has passed a fender
ordinance, requiring the use of some sort of pro-
tection or life saving device. In an interview on
the subject, President Blackistone, of the Central Rail-
way Company, said:
"The public cannot be more eager to adopt appliances
calculated to save life than we are. A single suit for
damages that is decided against us may involve a greater
amount of money than is necessary to equip all of our
cars with fenders. I shall certainly put on fenders."
President Jas. L. McLane, of the Lake Roland Ele-
vated, said :
"Money is no consideration. The companies would
not hesitate to spend any amount to secure a thoroughly
good fender, but in my opinion such a one is not to be
had. I have seen a number of them, and none will pre-
vent people from being maimed or killed."
President Bowie, of the City Passenger Railway Com-
pany, still regards his fender as the best he has seen, and
will place them on the cars until a better one appears.
Marcus Lanious, brother of President Lanious, of the
York Street Railwjay, died lately.
718
^Kcd/j\aAlM^-u^eVicw^
LIFE ON THE MOVING SIDEWALK.
THE STREET CAR AS A GEOLOGIST.
TO the thousands of persons who enjoyed, during the
hot summer months at the Columbian Exposition,
the cool breezes of Lake Michigan, from the point
of vantage on the Casino Pier, known as the Moving
Sidewalk, the accompanying illustrations will seem like a
renewing of old friendships.
The great crowds carried without a single serious
accident have, with one acclaim, voted the moving side-
walk the most satisfying enjoyment of the Exposition.
The cheap fare and long ride, the comfortable seats, the
safety, and the ease of mounting and dismounting, con-
spired to make it the Mecca of tired humanity at all hours
of the day.
About noon, lunch parties came trooping down to the
walk, carrying boxes, babies, lunch baskets, and cigars
for an hour's enjoyment before again facing the weary ■
miles of Manufactures building and the glare of the White
STREET cars can do anything, from solving the
city problem to solving geological enigmas. As
to the latter, Professor Sollas, of Nottingham,
England, says: "Triassic pebbles are found indented,
and many theories have been advanced for it. The best
theory being their slight pressure on each other and the
earth tremors of that early period." As further and more
convincing evidence, the professor exhibited samples of
pebbles taken from an ancient beach over which the tram
line passed at Sandymount, a suburb beside Dublin Bay.
They were covered with impressions essentially similar to
those on the trias pebbles. This result was due to the
perpetual jarring produced by the passing trams. Under
the great pressure to which the trias pebble beds had
been exposed, the slightest trembling at points of contact
would, of course, produce similar or even more markt- d
effects.
LIFE ON THE MOVING SIDEWALK
City. The old ladies and infirm individuals, who fear
ordinary methods of traction, stepped on to the moving
platform without a tremor. Its absolute safety was its
greatest recommendation.
As an exhibition of the carrying capacity of this
remarkable device, we are confident that no heavier stress
could have been placed on any method of transportation
than was put upon the small length of the moving side-
walk on Illinois day, Chicago day, Swedish day, and the
last heavy crowds of October. The fact that on less
than a mile of sidewalk 150,000 people could be carried
every day, without crowding, and seating every one,
illustrates the capacity of the sidewalk and its applicability
to the sudden gorge of humanity at any one point, such
as bridges, viaducts, down town districts, and the like.
The Chicago company which built the Casino pier
construction is highly pleased with its venture, and have
other plans in view, which will be made public at a later
date.
STANDARD FORM FOR STREET RAILWAY
ACCOUNTS.
MANY delegates to convention ^were greatly
disappointed not to have had the pleasure of
listening to H. I. Bettis, of Atlanta, Ga.,
who, it was expected, would have a paper on this sub-
ject. Mr. Bettis writes us he has no recollection of any
appointment for committee work for this year, conse-
quently made no report, and adds: —
"At the time of the last meeting I had urged upon
members of the executive committee the appointment of
a statistical clerk or secretary, as it is very difficult to get
work of this class done by a committee of gentlemen
whose time is wholly taken up with the affairs of their
own roads.
" I, for one, have had very little time to devote to a
subject of such magnitude and importance, and believe
the only way in which we can arrive at any satisfactory
(^ticd.lf^aUwii^9^A/ieW*
719
result is to secure a competent person who will devote a
large portion of his time to the work.
"With the present varied methods of accounting and
classification, it is very nearly impossible to get any
accurate statistics for comparison.
«'This suggestion was presented to the e.xecutive com-
mittee, but I do not think any action was taken, and in
consequence we are to-day at precisely the same point in
the discussion where we were one year ago.
"If the Street Railway Association cannot afford the
luxury of a statistical secretary, let some action be taken
toward securing such an appointment by the government,
and at once."
CURIOUS IDEA IN MOTOR TRUCKS.
IN the recently patented invention of J. T. Wilson, of
Tyrone, Pa., the motors communicate reciprocating
motion to the axles, as in a steam engine. The
motors are reciprocated on ball bearing ways fastened to
ELECTRICITY ON THE CANAL.
the truck frame. Our illustrations show trucks provided
with two and four motors. This motion is such that the
reciprocations counteract each other.
ST. LOUIS MILEAGE.
THERE are, to be exact, 235.39 '^^^^^ °^ ^t""^^' ^^^^'
way in operation in St. Louis, and 43. S miles
building. They are divided among the lines
thus: St. Louis & Suburban, electric, 19.5; Citizens',
horse, 3.1; cable, 9.75; electric, 2.47; Cass Avenue &
Fair Ground, electric, 27.17; St. Louis Railroad Com-
pany, cable, 14.69; electric, 4.95; Baden & St. Louis,
horse, 5; Southern Electric, 15.67; Peoples', cable, 10.10;
Fourth Street & Arsenal, 3.50; Missouri Railroad Com-
pany, cable, 9.06; electric, 15.66; Union Depot Railway
Company, horse, 5.70; electric, 49; Lindell, electric,
41.6. The total of horse railway is 15.3; cable, 43.58;
electric, 176.51.
The Scullin system, of St. Louis, will introduce a new
transfer arrangement.
THE long awaited experiment of applying electricity
to canal boat propulsion will be made in a few
days. The test will be made on the Erie canal,
immediately east of Rochester, by the Westinghouse
Electric & Manufacturing Company, using a trolley wire
system. An ordinary canal scow has been rented and
there can be little doubt as to the success of the scheme.
Electrically and mechanically there is already no question,
and it now only remains to determine the relative econ-
omv of mules and motors.
DENVER CITY CABLE RAILWAY COMPANY
IN RECEIVER'S HANDS.
TH E Denver City Cable Railway Company was
passed into the hands of a receiver, November 10
byjudge Hallet, of the United States circuit court,
at the instance of creditors and stockholders, represented
by William Binney, of Providence, R. I. Mr. Binney
recited in his petition that the Denver City Cable Rail-
way Company had been organized in May, 1S88, at
$1,000,000. This capital stock was increased, July i, of
the same year to $3,000,000. Franchise was gained in
1888 and in the same year delivered to the Central Trust
Company, of New York, a mortgage, secured by a
series of bonds amounting to $90,000 for each mile of
double track, and that of these outstanding obligations
there were $3,581,000. The company was indebted
$5,000 to the plaintiff, on a demand note due, and he
also owns 40 shares of stock. In the building and equip-
ping of the road the company expended $500,000 more
than the amount permitted to be raised by bonds, and
that now the floating indebtedness amounts to $800,000,
mainly in notes. To meet these obligations the com-
pany made another mortgage, secured by bonds, and
placed them in the hands of the Central Trust Company.
The business depression prohibited the sale of these.
The petition also recites that supplies are owed for, and
that the line and equipment are the sole assets; that
business has fallen off and that there is no money to pay
interest or pay for supplies. Wherefore, he prays for a
receiver.
George E. Randolph makes affadavit that this com-
pany owns 30 miles of track in the city and a half mile
of cable outside; that it operates the West End Electric
Railway of 10 miles, single track, and 2^4 miles of the
Argo horse car line.
Judge Hallett appoints Cornelius S. Sweetland, of
Providence, R. I., and Col. George E. Randolph, of
Denver, as receivers. By virtue of a joint traffic agree-
ment, the West End road goes into the hands of the
receivers and vice-president D. F. Longstreet will retire.
Traffic wiU not be interrupted. The road will probably
be reorganized.
Colonel Randolph has been general manager of the
Denver City for several years.
720
(^)JiQjd'j{aAWjajfJ^^
MANAGER M'LEAN, OF INDIANAPOLIS,
THREATENED WITH ASSASSINATION.
PERSONAL.
T. H. M'LEAN.
WHILE the life of the street railway manager
is understood to contain more than its share
of hard work, anxieties, and annoyances, it
is not often that his life is threatened as a result of doing
his duty to his company. That not a few employes of
the Citizens road, at Indianapolis,
were very careless in accounting
for their collections was fully
demonstrated during the meeting
_, ^' of the Grand Army, at that city,
*^%:^ two months ago. T. H. McLean,
the new manager, and one whose
reputation in the American Street
Railway Association is second to
none as an intelligent, just, and
discreet manager, has found it
necessary to dispense with certain
employes, who had been so long unmolested in their own
ways as to resent any interference. That these dis-
charges were well founded is fully indicated in a press
dispatch from Indianapolis, under date of November 13,
and which reads as follows: —
" The frequent discharges of street car emplo^yes b_v tlie managers of
the Citizen's Company have led to a number of threatening letters to
Manager McLean. These have become so vindictive in their spirit in
the last few davs, that he is apprehensive that some of the writers may
attempt to carry tlieir threats into execution. The men who have been
discharged were regarded as agitators, and as standing in the wav of an
efficient service, and McLean has been fearless in making discharges,
and unknown persons are now bombarding him with letters in which his
life is threatened. One writer gives Iiim but a few hours to live. Mr.
McLean says that lie will give the letters attention. ' Mayor Harrison,'
he said, 'would be alive now if he had taken reasonable precautions, and
while I do not apprehend any particular danger, there is no telling what
cranks will do at a time like this.' He says there is no danger of a strike,
as the efficient men in the brotherhood are satisfied witli his action ''
All who are acquainted with Mr. McLean know him
to be one of the fairest minded of men, and while insist-
ing on a strict discipline, is withal a most considerate
employer, which fact is fully attested by the regard and
esteem in which he is held bj' the hundreds of former
employes in New York City.
CASH BELTS FOR CONDUCTORS.
A CONDUCTOR writes us to ask where he can
purchase a cash belt. We were obliged to reply-
that there was none in the market designed for
street railway use. On some accounts such a belt, if
neatly made and worn beneath the coat and vest, might
prove a help, though in winter it would have to be
worn outside the overcoat. The weight of coin, when
any considerable amount is gathered in coat pockets, is
very wearing on the garment, although the leading uni-
form maker in this city has a special support which pre-
vents the pockets from tearing out. Probably the only
way to surely determine the value of the cash belt is for
some road to make the experiment on several men.
A. U. J.\As TAD, electrical engineer, of Boston, was a
recent Review visitor.
Henry Hurt, president of the Washington & George-
town road, is abroad.
Geo. C. Towle, superintendent of the Biddeford &
Saco Electric Railway, has resigned.
S. M. Delamater, secretary of the John Stephenson
Company, New York, was a Chicago and Review
visitor durin<r the month.
P, M. Brann, of the Waterville & Fairiield, Me.,
Street Railway, has returned to the duties of superin-
tendent, after a sickness of nearly a month.
President Albert E. Hay and William Harold Hay,
of Robinson Machine Company, of Philadelphia, were
post convention visitors at the Review office.
Captain Robert McCulloch, St. Louis, who has
had a long illness, lasting nearly two months, is again on
duty, much to the gratification of his manj- friends.
Joseph E. Widener, son of P. A. B. Widener, presi-
dent of the Philadelphia Traction Company, was married
last month. The lady of his choice was Mrs. Heberton,
one of the most beautiful women in Philadelphia.
Frank S. DeRonde, whose title of general sales agent
falls short of expressing his manifold duties with the
Standard Paint Company, of New York, was a Chicago
visitor this month. Mr. DeRonde entered its service at
the early age of eighteen and by his own deserving
methods has built a reputation for both himself and his
company, of which he has a reason to be proud.
W. H. S.MiTii, the electrician and superintendent of
machinery of the Ogden, Utah, City Street Railway
Company, was a Review caller during his visit to the
east this month. The Ogden City is one of the best
maintained and managed roads, not only in the west, but
in the country, as we know from personal observation;
and much credit is due Mr. Smith for his thorough and
S3'stematic methods of inspection.
J. W. Henning, of New York, who was recently
elected president of the New Orleans Traction Company,
to liU the vacancy caused by the death of Mr. Denniston,
belongs to that remarkable class of young men which has
so largely to do with modern street railway enterprise.
Mr. Henning is but 30 3'ears old, but wields an executive
ability far in advance of his years. He is interested in
street railway properties in Buffalo, Louisville, Brooklvn,
Columbus and Boston, and acted as the promoter in the
purchase of the New Orleans lines, where his far-sighted
policy and progressive ideas will now have full oppor-
tunity of accomplishment.
(^lic£tl^(aUw'<i^ j\cym/
721
Paul H. Pages left Chicago this week for New York
Cit}'. Mr. Pages abl}- represented the John Stephenson
Company during the Exposition, and made many friends
by his courteous treatment of the enquirers after street
car knowledge.
Our readers will learn with deep regret of the sudden
death of Andrew J. Porter, superintendent of the Buffalo
Railway Company. On Sundaj-, October 22, while driv-
ing, accompanied by his wife, in crossing the New York
Central tracks, the buggy was struck by an engine,
instantly killing Mr. Porter and seriously injuring his
wife. He came to Buffalo from Louisville with Mr.
Littell and had held his position since June 30 last. He
was very popular both with the company and employes.
The cable running the Washington street tunnel and
down town loop of the West Chicago Street Railroad,
got out from under the depression pulleys in the tunnel
lately and, forcing its way up through the slot, appeared
above ground for a distance of several hundred feet.
The accident occurred on the north side of the tunnel,
that being the one in which the great tension is on the
cable.
the remaining passengers saved themselves only by the
most dangerous leaps from the doomed vehicle a few
seconds before the plunge.
The few eye witnesses of the catastrophe all testify as
to the density of the fog, and the inability of an ordinary
person to see more than a car length ahead on the bridge.
The motorman claims that his speed was not beyond the
regular pace, and that he used the brake in time, but that
the wheels skidded, also reversing the current when
within one span of the draw. He saved himself by jump-
ing at the last moment. A diver was sent down to the
car soon after the accident, and by 11 o'clock a derrick
and pile driver were in position, and located the car lying
on its side in a badly smashed condition.
The car contained eighteen or twenty people when it
went on to the bridge, and it is little less than miraculous
that so many escaped death. Of those going over into the
river, two men who were swimming for their lives were
struck and killed b\- the passing steamer.
Superintendent A. McNaughton, of the West
Side Street Railway, Milwaukee, is recovering from a
severe attack of bronchitis.
THE PORTLAND DISASTER.
A PORTLAND STREET CAR PLUNGES INTO
AN OPEN DRAW.
THE second sensational accident for this year
occurred in Portland, Oregon, November i, on
the East Side Railway, of that city. At 6:45 on
the morning named, the Milwaukie & Portland electric
car " Inez," which runs between the city and the suburb
of Milwaukie, plunged off of the Madison street bridge,
at the east end of the draw, which is at the middle, and
was hurled into the Willamette river. The morning was
densely foggy, and a sharp frost the preceding night had
covered the rails and trolley line with a thin coating of
ice. The draw span had been swung open to allow a
steamer to pass, and the gates were closed at both ends
of the bridge, and the red signal lights hoisted. The
steamer was within a few feet of the draw when the car
crashed through the frail gates, and ran headlong through
the open draw into thirty-five feel of water.
Si.v men and one boy lost their lives in the disaster, and
And now a call has been made for a meeting of man-
agers to organize the Texas Street Railway Association.
Singularly the initials of the organization spell "star,"
which is eminently proper as
belonging to the "Lone Star
State." State and municipal
legislation in Texas has been
about as severe and unjust on
street railway enterprise as
anywhere in the country, and
the proposed association should
prove of great service in a
united defense of common rights. Success to it. A.
Zintgraff,of Denison, is the prime motor in the matter, and
the meeting for organization will occur early in December.
The Southern Electric Railway, of St. Louis, has
asked to build a loop on Broadway. The Ca.ss avenue
line opposes the move.
72-2
(^K£d.V^ailwciy"li^ic\^
AND THE CAR CAME BACK.
AN electric car at Norwalk, O., played a queer game
of tag all by itself one day recently. It had been
left on the siding near the power house at night
by a careless motorman, without having the trolley pulled
from the line, and evidently without the switch being
turned or the power shut off, except at the power house.
When the engineer turned on power in the morning the
car was just feeling strong enough to take a little before-
breakfast stroll. So it started out bravely without motor-
man or conductor. It ran safely across a river to the
brow of a hill opposite, when the engineer discovered
the truant and shut down the engines. Then it came
back down grade, slowly at first but accelerating to a
high speed, which carried it across the bridge to the
power house again — so " the car came back."
MAKING A STREET CAR IN SPAIN.
TBERIAN street railways, in common with all other
street railways, have depended upon American
builders for their street car types, and, in the main,
for the vehicles themselves.
There is, however, in Spain, considerable activity in
this line of work, coupled with the building of steam cars.
The chief car works of the Peninsula are at Pueblo-
Nuevo, a suburb of Barcelona. The shops have a front-
LOADING STATION FOR FREIGHT TRAM CARS.
age of 800 meters (270 feet). The area occupied by the
manufactory is 77,000 square meters, of which 41,600
meters are built upon. The shops are divided into two
groups, one for iron work and blacksmithing, and the
other for wood work, carriage making, and wagon con-
struction. Four hundred horse-power is found sufficient
to operate the former department, with 100 horse-power
additional for the wood working shops. The best of
English tools are supplied to the workmen, and the shops
are well lighted and convenient.
The pious Spanish foimders of these very secular
establishments gave them very holy names, and the sub-
ject of this sketch was called " Iron Works & Work-
shops of Construction of Our Lady of the Remedy," or
in the vernacular, ■' Herreria & Tallores de Construccion
de Nuestra Senora del Remedio." This was twelve
years ago. In 1881, however, there was a change in the
firm name, and the holy appellation gave place to the
plain statement, "Sociedad de Material para Ferro-
carriles," (literally. Society for Railroad Material). The
capital was ten million pesetas, $2,000,000. The man-
ager then, as now, was the aged citizen, Girona, whose
piety and public spirit has become historic.
The car shops proper of this plant are surrounded by
minor departments of work, such as upholstering rooms,
paint shops, steaming rooms for bending wood, tool
rooms, and supplies of every sort. The shop system is
not radically different from American practice. The
shops have easy access to railroads, and have all the work
they can do, turning out the various styles shown in the
accompanying engraving.
The rather crude vehicle numbered i in the engraving
is a third class coach for the street railway line from
Manresa to Berga, province of Barcelona. It has trans-
verse compartments. No. 2 is a horse car of Valencia.
It has roof seats and a fair capacity. No. 3 is a steam
car on the Barcelona & Badalona line. It is a fairly
modern vehicle, but of light construction. The box affair
numbered 4 is a luggage van (American, baggage car) of
the Valencia & Betera Railroad. Number 5 is a street
car of Zaragoza, as it stands on a turn table. It is a
horse-car, as may be readily determined, and not a bad
looking vehicle. Number 6 is another steam car of the
first class, plying between Barcelona and San Ger-
vasio. Its carrying capacity would shame an American
bobtail car, but is sufficient for the Spanish idea of com-
fort and speed.
The Spanish railroad station shown is of Barcelona, and
known in the Spanish as Tingladd de cuchillos de Arma-
dura de forma inglesa con Tirante Horizontal. The
small open car shown separately is from Zaragoza and
intended for horses.
The profits of Spanish car building are said to be small,
although it is difficulty to obtain reliable data. An Ameri-
can gentleman in attempting to gain a clear idea,
expressed the wish to see an itemized cost-bill of a
Spanish car, but he naively observes, "I was in every
case disappointed. Each builder circumventing the ques-
tion. So that I am forced to believe that profits are small
and competition needlessly severe."
In the workshops in the metal working department
300 men are employed, with 200 more in the various car
building shops.
The salaries of skilful workmen vary from 5 to 6j4
pesos (from $1.00 to $1.30 a day). Living expenses are
not proportionately cheap, and existence is as expensive
as in New York or Chicago.
The material for street railways in Spain is certainly of
the same standard as that of many European countries,
and the Spainard is certainly indolent enough to use such
articles. Electricity has not yet made its advent, but
when it does a grand stirring up of the dead past may be
expected and Spain will once more find herself a modern
nation. To do this the governmental abuses must be
abolished and the laborer taught to work while he works
(^lA^*)\ailM^li^ytcW'
72.')
and play when he plays. The hours of labor now are
from 6 a. m to 6 p. m, week in and week out, with two
hours, from ii a. m. to i p. m., for breakfast and inter-
vals to smoke. The Spanish laborer may forget to work
or to eat, or to breathe, but never forgets to smoke.
American manufacturers would find it difficult to build
As AN illustration of the contortion which American
news undergoes in trans- Atlantic cabling, note the fol-
lowing from an English exchange, regarding the recent
disaster at Portland, Oregon, where a car went into the
Willamette river, drowning seven persons: "An electric
car on the Oregon City Tramway line, containing thirty
TYPES OF SPANISH STREET CARS.
cars in Spain, and perhaps as difficult to ship them thither
but the time may come when some enterprising American,
concern will open up in England or France and supply all
Europe, Spain included, with modern street car. Street
car interests abroad are on the verge of immense improve-
ment and extensions.
passengers, went through an open drawbridge in Madi-
son-street last Wednesday and was plunged into Carpen
river. So far as can at present be ascertained, twenty-
five of the occupants of the vehicle were drowned." Now
the question is: Do cables from the other side come as
truthfully to us?
(24
(^l/i^j\atUa^j^A/l
FARES OF THE FAIR.
DURING the Columbian period proper, May i to
November i, 1S93, all the local transportation
lines did an abnormally large business. The
expenses of course were increased, but not in proportion
to the heavy traffic, except perhaps in the case of the
Illinois Central. The extra expense incident to whose
World's Fair arrangements was unusual and necessitated
not only new rolling stock, but new road bed and new
safety equipment of the most expensive nature.
While it is true that the number of passengers recorded
for the South side facilities does not represent alone the
World's Fair traffic, it is equally true that the North
and West sides, as well as suburban traffic was greatly
augmented by the extra trips each week taken by resi-
dent visitors to the Fair and their visiting friends.
The local lines doing the heaviest business were of
course those \yell known avenues of traffic enumerated
below, with the total traffic from May i to November i.
Chicago City Railway system,
North Chicago Railroad Company,
West Chicago Railroad Company,
Chicago & South Side Elevated,
World's Fair Steamships,
Total, - - - -
78,000,000
36,595,546
60,000,000
22,371,799
3,000,000
1 99-967,345
Besides this, the number handled by the Calumet road
and by the South Chicago City Railway were not incon-
siderable, although the modesty of these latter roads pro-
hibits a full accounting.
The Suburban traffic was divided as follows:
Illinois Central,
Wisconsin Central,
Baltimore & Ohio,
Chicago, Burlington & Quincy,
Northwestern,
Rock Island, - - .
Lake Shore, - - .
Total,
18,178,893
1-145,744
500,000
2,760,000
1,800,000
600,000
540,000
25,524,637
The Wabash, the Chicago, Milwaukee & St. Paul both
did a heavy suburban service, but were not able to give
their accounting at the time this article was written. The
Milwaukee did a particularly large business, however,
and with its splendid double track facilities ran a contin-
ual express service to Milwaukee and return.
ARRIVALS FROM ABROAD.
Railroad companies after thej' had come to their senses
did yeoman service for the Fair. The total arrivals in
Chicago are enumerated at 9,916,295. The C. B. & Q.
carried 2,300,000 passengers into Chicago; the North-
western, 2,700,000, which two systems carry also the
over-a-million banner. The others scattered all the way
from half a million to three-quarters for the season. But
for the short-sighted action of the railroads, the Fair
might have had at least three and perhaps four or five
times this number of visitors from the more remote States.
The "World's Fair Express" service on the Illinois
Central paid $882,410.20 in lo-cent fares. For the last
eleven days of October, 1,110,000 were estimated.
For the tremendous mass of humanity carried, the
deaths from accident were remarkably few, and in nearly
every case terminating fatally the victim had himself to
thank. Compared to the awful record of the steam roads
of the countrj' at large under much better conditions, the
surface roads of Chicago have every reason to congrat-
ulate themselves, their employes and their managements.
A NOVEL TRANSFER.
A RESIDENT of Toronto, Canada, suggests a quite
unique form of transfer, to be operated by a
method still more so. Our illustration will fully
describe the scheme, which in brief is a ticket per-
forated as shown in the diagram. It is torn down half an
inch at points indicating respectively the hour, and almost
the minute, of the transfer, and the route to which the
passenger is to be transferred, it being understood that
such routes would be numbered. The day of the week
is supplied by a hole in the center, the conductor severing
the space of card between the two holes. This may of
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course be done in bulk. The card is half white and half
red, representing a. m. and p. m., respectively. The
diagram printed shows a ticket given to be used about
ten minutes past 5, on the afternoon of Thursday, on
route 15. The number of the week in the year is printed
on the card. The ticket is certainly one of the simplest,
yet most ingenious yet produced. No provision is made
for Sunday, as cars do not run in Toronto on that day.
While the tearing process does away with the necessity
for a punch, the difficulty which a conductor would
experience in "reading" the indications will doubtless
prevent its general use. The inventor is Andrew Mc-
Farland, who is connected with the establishment of
Elias Rogers & Company, of Toronto.
In the Closed Car. — Conductor: "You shouldn't
smoke, sir!" Gent: "That's what my friends say."
Conductor: "You must not smoke." Gent: "That's
what my doctor says." Conductor, (pointing to notice
and looking wicked) : "You shan't smoke here, sir."
Gent: "Ah, just what my wife says. Well, here's my
street."
CAUGHT ON THE RUSH TRIP.
725
McLain.
8. Good-
American Street Railway Association.
HFNRYC PWN'E, Pkesident. Milwuukee. Wis.
WM J. RICHARDSON, Seoeetakv and Tbeasc.ek BrookU^, N. Y.
w' J STEPHENSON, FlEsT Vice-President, \^ ashmBton, D. C.
7b CHAPMAN, Skoond Vioe-Peesident. (irand BapuU M.oh.
l^-:ZZ led!:"" WHI.XACEE. W. V. 8o.ee. OUa.a, Ont.. and E
Tace rf":;t^:ti":;«, Mlauta, Geor^i^thiraWea.e.da,v in October, .89.
Massachusetts Street Railway Association.
President Chaeles B. Pe..tt, Salem; Vce-presidents, H. M. Whitne., Boston,
AMOSF BHEED, I.ynn,FEANKS. Stevens; Secretary and Treasurer, J H EATON,
Lawrence.
Meets first Wednesday o£ each montli.
Maine Street Railway Association.
President,Wil,i.lAM R.Wood. Portland.
Secretary and treasurer, E. A. Newman, Portland^
NtxTm^eUnB ^-iU be held the first Wednesday in February, 189*.
Ohio State Tramway Association.
President A E. Lano, Toledo; Vice-president, W. J. Kelly, Columbus; Secretary
anrxtasurer, J. B.H..HNA, Cleveland; Chairman Executive Committee, W. A.
''S; at Toledo on the fourth Wednesday in September, 1894.
The Street Railway Association of the State of
New Jersey.
T, -^ „t ToHN H Bonn Hoboken; Vice-president, Taos. C. Baeb, Newark,
Se!:Zry° ^dZalfr "haLs Y. BAM.OED, Trenton; Executive f^mmit^e,
OFnol^saudC. BTBcasTON, Jersey City; H. Romaine, Paterson; Lewis Pee-
RINE. Jb., Trenton. .
The Street Railway Association of the State of
New York.
D B. HA8BR0DCK, Peesident, New York City.
G TRACV ROGERS, First Vioi-peesident, Binghampton.
TAS H MOFFATT, Second Vioe-pkesident. Syracuse.
WILLIAM J. RICHARDSON, Seoeetaev and Teeasdree, Brook yn^
The next meeting will be held at Syracuse on the third Tuesday in September,
1894.
Pennsylvania Street Railway Association.
H. R. RHOADS, President, Williamsport.
R. L.' JONES. FiEbT Vioe-peesident, Reading.
B. P. LIGHT, Seoeetaev, Lebanon.
WM. H. LANIO08, Teeasdeeb, York.
Next meeting at Reading first Wednesday in September, 1894.
Los Angeles, Cal—TIic board of supervisors give W. D. Larrabes
the right to build an electric from the north boundary of Los Angeles
to|the south boundary of Pasadena. Larrabee was highest bidder, to the
amount of $ioo.oo.
San Francisco, Cal. -General Manager M. D. Stein has appointed
his superintendents. H. H. Lynch is made superintendent of construc-
tion for the Amalgamated Company. A. W. Barron, J. C. Skinner, J.
F. Clark, H. O. Rogers, are division superintendents.
Pasadena Cal.-U is reported that the capitalists interested in the
construction 'of the electric road from Los Angeles to Santa Monica,
are looking towards Pasadena with a view of building a similar enter-
prise. Pasadena is willing to help if business is meant.
Sacramento, Cal.-L. T. Hatfield, of the Sacramento Electric
Li"ht & Power Company, applies to supervisors for right of way, and
pri°vileges to operate one or more systems of generation and transmission
of heat, light and power between Folsom and Sacramento.
Pasadena, CAL.-Knight & Simpson, lawyers of this city, are agents
of purchasers of the Highland Street Railway Line. Buyers are from
Los Angeles. The new purchasers, it is said, will build a long line of
extensions and equip with electricity. They will interconnect a number
of other lines.
Los Angeles, CAL.-The sale of the P.icific Railway Company's
cable road was consummated October 4, and, as was expected, the Con-
solidated Electric was the only bidder. The price was t'..M4.3^M8- b.
P Clarke and Gen. M. H. Sherman, of Los Angeles, did the bidding.
The sale includes all properties, rights, privileges and plants. Mr.
Clarke was at convention in Milwaukee.
San Bernardino, Cal-TIic San Bernardino Street Railway Com-
panv has disposed of its E street line to W. H. Burkhart, of Los Angeles,
who took possession on the first of November. Mr. Burkhart says
that it is his intention to p.-rsonally operate the road and at an early
date extend the line to Arrowhead Springs, some seven miles to the
north. The motive power to be used has not yet be.n decided on, but
electricity is promised at no late date.
Canada
Toronto C\N.-Secretary L B. Blacklock, of the Toronto & Rich-
mond Hill Street Railway Company, says contracts are to be let for five
and one-half miles of road
California.
Riverside, Cal.— G. Q. Newman asks city trustees for franchise for
city. Petition is laid on the table.
San Diego, CAL.-Ilerbert Dabney asks franchise to extend Ihe
Pacific Beach Motor Company to La JoUa and beyond.
Los Angeles, CAL-Bellevue avenue residents appoint committee
to secure electric railway extension into that territory.
San Francisco, CAL.-Behrend Joost applies for franchise for rail-
way line to the Golden Gate Park. A temporary grant will probably be
made.
Oakland Cal —It is stated that a new survey has been made for a
new electric line from the terminus of the Piedmont Cable to the
Moraga grant. The line will go through valuable land.
OVKIAND CAL.-The Consolidated Piedmont Cable has gone into
hands of receiver. Ira Bishop is appointed in that capacity by
request of directors, to the California Title & Trust Company, trustee.
SsN DiFGo Cal -California, Title, Insurance & Trust Company
brou<.ht suit against C. W. Pauly, assignee of the San Diego Cable
Railway to determine validity of bonds. Court holds that bonds are
good.
Los Angeles, CAL.-Ex-Mayor Workman and T, D. Iloskins ask
franchise for a short line on First street, to be operated with the 1 loskins
motor.
Chicago.
Chicago -B E. Sunny denies the shortage of $100,000 in the account
of the Omaha branch. He claims that the report comes from a dis-
gruntled employee.
Chicago -West Chicago Street Railway directors vote to issue
11,089,000 new stock. New stock will be purchasable to November 20,
at par by stockholders.
Chicago -E B. Kettle, formerly of the General Electric, at Portland,
Ore., is now associated with J. Holt Gales in the western management _
of the Waddell-Entz interest.
Chicago -H.M.Godfrey, of Hammond, receiver, advertises sale of
the Whiting, Hammond & East Chicago Railway for November 30.
Will receive bids up to that date.
Chicago -An ordinance is before the council allowing the North
Chicago Street Railroad to construct a double track on FuUerton avenue,
from Lincoln to Milwaukee avenues. It is rumored that the same com-
pany will put electricity on all horse lines if an ordinance can be got
through. .
Chicago -The Northwestern Elevated Railroad Company has incor-
porated at a capital slock of .|, 5,000,000, to build an elevated road, pre-
sumably electric, northwesterly from Congress street. Men named
are Edward W. Russell, 85 Rush street, Chicago; Walter M. Anthony,
102. Grove street, Evanston ; B. J. Arnold,4.2S Prairie avenue, Chicago;
Harold Surges, 44 Sidney court, Chicago; Frederick Sargent,
La Grange, 111.
726
(^ l/icct J\aiWaiy* j^yl^
Colorado.
Denver, Col. — Denver Consolidated files df^-ed of trust for $4,000,000
to the Mercantile Trust Company, of New York. Deed is to run forty
years at 5 per cent per annum. Money is to be used to retire old bonds
and to be used in extension, of the present lines.
Connecticut.
Meridev, Conn— Walter Pierce Douglass has given contract for
roadbed to Keena, of Philadelphia. Geo. Thompson, of New York, will
put up the overhead line.
New Britain, Conn. — New Britain Central Railway & Electric
Company will build large extensions within the year. Both power and
light are sold from trolley circuit.
Waterbury, Coxn. — E. A. Bradley, general manager of the Water-
bury Traction Company, says that 3^ mites of extension and the whole
line will be equipped with electricity next spring.
Hartford, Conn. — The Hartford & Wethersfield Street Railway
Company will change its name to the Hartford Street Railway Com-
pany. The company accepts franchise of branch line in Glastonburg.
Meriden, Conn — The street railway company decides to put in elec-
trical equipment, and will prohably buy General Electric. Majority of
stock is now owned in Philadelphia and represented by W. P. Douglass.
Hartford, Conn. — The Central Electric & Railway Company has
under consideration a proposition to assume control of the Bristol Street
Railway Company, the latter exchanging its franchises for a part of Cen-
tral stock.
District of Columbia.
Washington, D. C. — Representative Cooper, of Indiana, introduces
a bill requiring street railway companies to heat their cars, and that
within sixty days after passage of bill.
Washington, D. C — -The commissioners attitude towards a conduit
system is unmistakably favorable. They ask power to condem'n land
for conduit purposes.
Delaware.
Wilmington, Del — Attorney Peter L. Cooper, of the road, says
that the New Castle &. Wilmington road will be ready for travel by
spring.
Wilmington, DEL.-^The Wilmington & Chester Railway elects the
following officers to serve until tlie annual meeting in January: James
C. McComb, president; E. T. Cooper, secretary ; J Clayton Erb, treas-
urer. A. Langstaff Johnson was appointed surveying engineer Work
on new road will probablv begin in March,
Georgia.
Atlanta, Ga. — Atlanta Traction Company and the Atlanta City are
now formally joined. New officers are: T. B. Felder, president ; vice-
president, E. T. Shubrick; directors are E. B. Rosser, G. V. Gress, et al
Extensions to be made.
Columbus, Ga. — The North Highlands Electric Railroad, superin-
tendent F. E. Knnpp, has applied for franchise to extend road five miles.
Begin work early in spring.
Illinois.
Elgin, III. — The city council grants the Dundee Rapid Transit
Company an extension of time.
Urbana, III.— Urbana City ordinance for street railway is under
way. B. F. Harris, Jr., president of company.
Keithsburg, III. — The Electric Light & Power Company suffered
by fire, and the town is in total darkness.
Galesburg, III. — Cy. Blackburn, a former employ, is new superin-
tendent of the Street Railway, vice H. F. Hawley resigned.
Ottawa, III. — Denis O'Brien is appointed superintendent of the La
Salle & Peru Street Railway, to succeed Howard Johnson.
Aurora, III.— Dundee Rapid Transit Company, of which E. C.
Hawley, of Dundee, is the head, and which will connect Aurora, Dun-
dee, Elgin and other places, it is claimed is now on a building basis.
Springfield, III — Incorporated: the Peoples' Power Company, at
Rock Island; capitalstock, $300,000; to manufacture and furnish light,
heat and power to citizens of Moline and Rock Island; incorporators.
Thomis B. Davis, Samuel S. Davis and Chas. V. Nason.
Elgin, III. — The Elgin city council grants franchise to the Dundee
Rapid Transit Company to build and equip an electric light plant at
Elgin for twenty years. Also to build and equip electric railway line.
Power and heat privileges are included in both franchises.
Elgin, III. — The Lake Shore, Riverview & Elgin Railway Company
incorporated at Chicago by D. W. Wood, of Park Ridge ; Geo. M. Sterne
of Englewood; Thos. H. Coleman, of Akron, O. The road will run
from some point on lake Michigan, between Rogers Park and Evanston,
to Riverview, thence to Elgin.
Springfield, III. — Incorporated: The Carpenter Electric Power Sc
Light Company, at East St. Louis; capital stock, $2,000,000; to manu-
facture and deal in electric batteries, calls, generators, motors, etc.; con-
struct, equip and operate electric light, heat and power plants, railways,
machinery, etc. Incorporators, Hiram H. Carpenter, Ephraim C. Dawes
and Jas. C. Brush.
Indiana.
Indianapolis, Ind. — The Citizens' has decided to extend the stock-
yards line on a bonus of $Soo.
Rochester, Ind. — " Rochester can support a horse railway," says the
editor of the Rochester Republican.
Indianapolis, Ind. — R M Clay, Philadelphia, Dr. R. C. Light, of
this city, and R. McDonald, of Fort Wayne, say that a road to Broad
Ripple shall be built.
Michigan City, Ind. — F. H Root, superintendent of the Lake Cities
Street Railway Company, has bought some World's Fair equipment to
equip the new electric plant here.
Terre Haute, Ind — Russell Harrison has closed the option on the
Terre Haute Street Railway, obtained last spring, for $750,000. Rippetoe
& Kidder, of Terre Haute, and Leslie Thomas, of Chicago, selling out
Extensions will be made next spring.
Iowa.
OsKALOosA. Ia. — C. Winter says that a mile exiension will be built
this fall.
Sioux City, Ia, — Sioux City Electric loses $::,ooo in overhead line
equipment by an accident.
Waterloo, Ia. — The Eickelberg Company, manufacturers of street
cars, busses and wagons, assigns to C. F. Wichman.
Sioux City, Ia. — Creditors of the Sioux City street Railway Com-
pany met to reorganize the Company. The out ok is very di-courag-
ing, and it is doubtful if it can be done.
Kansas.
Atchison, Kan. — Atchison Railway & Electric Light Company
increases capital from $250,000 to $300,000.
Junction City, Kan. — The proposed line from Junction City to Fort
Riley is being outlined and surveyed. It is reported that a storage
battery company is about to test its product here.
Dodge City, Kan. — Organized: The Dodge City Light, Water »&
Power Company ; capital stock, $250,000. Directors, H. McGarry, W.
H. Pearce, G. G. Gilbert, J. W. Gilbert, and A. J. Bixby, all of Dodge
City.
Louisiana.
New Orleans, La.— W. J. Hennings, new president of the New
Orleans Traction Company, says that the line will be greatly improved.
collect ll\aiWav J^VlW*
727
Maine.
Bath, MK.~Tlie Bath Street Railway' Company buys the charter
secured some vears ago by a Brunswick syndicate to build in Brunswick
and Topsham." These extensions will make it the longest road in the
state.
Bangor, Me.— The past year's operations of the Bangor Street Rail-
way Company are thus reported to the state commissioners: Gross
earnings, $47 567 ; operating expenses, $38,339; income, $9,227; interest
on funded debt, $1 1,580 ; deficit, $2,353 ; maintenance way and structures,
$2,009; maintenance equipment, $6,143.
Massachusetts.
Northampton, Mass— The street railway has elected John Olm-
stead, of Springfield, president; N. D. Winter, treasurer; and F. C.
Clark, Jr., superintendent.
Worcester, Mass.— E. W. Clarke and E. J. Moore, Philadelphia,
and B. Peck, New York, inspect the Worcester Street Railway. They
are heavily interested in it.
Clinton, Mass.— The Clinton Street Railway Company has elected
this board of officers: President, Harold Parker, Lancaseer; vice-presi-
dent, H. A. Willis, Fitchburg; treasurer, A. J. Witherell, Clinton; clerk,
Walter R. Dane. Chas. F. Jefts, late assistant superintendent of the
Fitchburg & Leominster road, has been appointed superintendent of the
Clinton road.
QuiNCY, Mass — Quincy & Boston Street Railway Company shows
a gross income for 1S93 of $50,774. an increase of $6,213. A dividend
of 6 per cent was declared. The following named officers were elected :
President, John R. Graham; clerk and treasurer, Fred H. Smith; direc-
tors, John R. Graham, Winthrop Coffin, Arthur A. Burnham, Wm. A.
Hodges, John A. Duggan, Josiah Quincy, John F. Merrill, Thos. H.
McDonnell, Roger H. Wilde; superintendent, Benjamin J. Weeks.
Maryland.
Martinsburg, Md.— Martinsburg Electric Railway franchise declared
forfeited by city council. Operations suspended by J. B. Wilson, presi-.
dent.
Baltimore, Md.— Randolph Barton, receiver for the Wenstrom Con-
solidated Electric Company, begins action at law to compel payment of
so-called treasury stock.
Baltimore, Md.— Hampden and Woodberry extension of the City &
Suburban is finished as far as track laying. D. E. Evans ti Co., will
supply the overhead equipment.
Bel Air, Md— The Hughes <fc Rigby Engineering Company, who
have the contract for lighting Bel Air and Havre de Grace, are looking
up a route for an electric railway between these places.
BALTi.MORe,'MD.— West Baltimore Passenger Railway Company will
build a suburban line to Ellicott city, improving intervening land. The
directors of the proposed road are Wallace Stebbins and Harry O Steb-
bins, of Relay; W. H. O'connell and Henry W. Bennet, of Baltimore,
and Barton W. Fenton, of Fiudlay, O. The capital stock is $100,000, in
shares of $ 100 each.
Michis^an.
OwAsso, Mich — Receiver Richard Watters has qualified. The
opposition will try to have his appointment set aside.
Missouri.
St. Louis, Mo.— Madison Car Company elects C. D. McClure, E. S.
Rowse and L. M. Rumsey directors.
Detroit, Mich —The council of Walkerville grants the Sandwich,
Windsor & Amhertburg Electric Railwuy rights in the town under
burdensome conditions.
Port Huron, Mich. — St. Clair River Railroad organizes, to build an
electric from Port Huron to Marysville, St. Clair and Marine City.
Capitalized at $300,000.
Minnesota.
Minneapolis, Minn.— Colonel Goodrich says that the Twin City
cars will be equipped with fenders and vestibules.
Kansas City, Mo.— The L has decided to continue use of the elec-
tric heater used last winter on its lines.
Carthage, Mo —Frank Harrison, of this city, says that Chicago capi-
talists will build a street railway here. An electric line is promised.
JoPLiN, Mo.— It is reported that the Joplin Electric Street Railway &
Motor Company will sell its Joplin property and extend the line from
Blendeville to Galena.
Springfield, Mo.— Non resident stockholders apply for and get
appointment of Chas. M. Parker as receiver for the Metropolitan Street
Railway. Cause: Too heavy capitalization.
St. Joseph, Mo.— M. M. Crandall, special master in Chancery to sell
the People's Railway property, files report, showing $118,532 collected
rom purchaser and credit of $465,030 by bonds.
Carthage, Mo.— Superintendent Sexton is working in the interest
of the buyers of the interests of J. Guinney, and to save the franchise of
the road. He is working in St. Louis, Chicago, and elsewhere.
St. Louis, Mo.— The Compton Heights, Union Depot & Merchant's
Terminal R.R Company begins to run cars over its line. New rolling
stock is used and power rented from the Lindell Railway power house
Extensions will be made as soon as possible.
Hagerstown, Mo.— The South Mountain Railway & Power Com-
pany is organized by Geo. W. Jacobs, Jr., of Philadelphia; Theodore E.
Bowne, of New York; Edgar L. Miller, Elmer J. Smith, of Frederick;
Charles J. Young, C. E. Shafer and Geo. A. Davis, of Boonsboro. To
construct and operate twelve miles of electric railway in Washington
New Brunswick.
St. John, N. B— The Street Railw.iy Company has been placed in
the hands of a receiver
Montana.
Great Falls, Mont.— Mrs. Josephine Hamilton attaches property ol
the Great Falls Street Railway Company, on judgment for $'o,ooo.
Nebraska.
Lincoln, Neb.— Wm. L. Clark is appomted temporary receiver of
the Home Street Railway Company, on petition of the Fidelity Loan &
Trust Company, of Sioux City, who asked judgment for $So,ooo, due
them on bonds.
New Hampshire.
Dover, N. H.— Geo. W. Rounds, of Maiden, M.iss., succeeds Jas.
Houston as superintendent of the Union Street Railway Company. The
system is being overhauled to reduce running expenses.
DuLUTH, Minn.— To the regret of all F. S. W,-udwell, manager for
three years of the Duluth Street Railway, has resigned. Mr. Wardwell
has not been in good health. He will return to street rail w.iy work in
the future.
New Jersey.
Elizabeth, N. J —The Union county freeholders grant franchise to
the Consolidated Traction Company.
AsBURV Park, N.J. —The Seashore Electric Railway, of Asbury
Park, and the Asbury Park & Belmar road, ask rights to run through
Ocean Grove.
Orange, N J— The trustees of South Orange have passed the ordi-
nance giving the Newark & South Orange Railway Company right to
use electricity. .
Trenton, N. J.— Col. Lewis Perrine says, in an interview, that the
Street Railway Company will spend $500,000 in improvements incident
to change to electric traction.
H ADDON FIELD, N. J.— The West Jersey Traction Company wishes to
enter the city and eighty per cent of the taxpayers vote for it. The
borough council, of which Wm. H. Snosvdcn is president, is working for
the permit.
728
<3llC4Ltli\C^
New York.
LoCKPORT, N. Y. — The Lock Cit_v Electric Railway holds a meeting
to decide on power house site.
Port Jarvis, N. Y. — The new president of the Middletown Electric
Railway Company is J. C. Hincheliffe, of Paterson, N. J.
Syracuse, N. Y. — The Consolidated Street Railway files mortgage
for $2,500,000 with the State Trust Company, of New York.
Port Jarvis, N. Y.— The Middleton Electric will begin building.
Captain Rockwell has been elected superintendent and E. G. Wighiman
secretary.
Brooklyn, N. Y.— The railroad commissioners decide to allow
Brooklyn City Railway to use a number of streets upon which no cars
run now.
Buffalo, N. Y. — W. B. Cutter is prime mover in another street rail-
way line between Buffalo and Depew, suburb. It will be electric and has
plenty of money.
New York City.— The Prospect Park & Coney Island Railway
asks for injunction against the Bath Beach & West End Railway to
restrain from changing motive power.
Niagara Falls, N. Y. — The Cataract Construction Company awards
contract for power house to Stewart & Company, of St. Louis. Edward
B. Adams and the principal officers were present.
Jamestown, N. Y. — ^Jamestown Street Railway elects officers. Pres-
ident, A. N. Broadhead; vice-president, L. B. Warner; secretary, W. S.
Cameron; treasurer, S. B. Broadhead; superintendent, G. E. Maltby.
Niagara Falls, N. Y. — The Niagara Falls Park & River Railway
will probably absorb the horse line from Clifton to Drummondsville and
change it to electric power. It is probable that the line will be extended
through Victoria Park.
New York, N. Y. — The Houston, West Street & Pavonia Ferry
Railroad has filed a certificate of an increase of stock from $1,050,000 to
$7,050,000, the $6,000,000 increase to be exchanged for $600,000 of the
second mortgage bonds issued October i, 1890.
North Carolina.
Raleigh, N. C. — ^Judge H. L. Bond, at suit of the Mercantile Trust
& Deposit Company, of Baltimore, appoints John C. George, of Balti-
more, tempotary receiver for the Raleigh Street Railway Company.
Permanent receiver will be sued for November 17. Road will be opera-
ted by S. W. Huff, agent for the receiver.
Ohio.
Cincinnati, O. — Judge Hunt grants temporary injunction against
Route No. 5, to Sedamville.
Columbus, O. — The street railway employes struck for two hours,
but returned to work.
FiNDLAY, O. — The County Fair Association sues the Findlay Street
Railway for damages and asks for 1,000 feet of extension.
Marion, O — Dan Babst, Jr., who has a franchise for electric line here,
asks citv council for an extension of time. Nothing definite done.
PiQUA, O. — Extensions on local lines of the Miami Valley Street
Railway, bolh here and at Troy, are being made and contemplated.
Cincinnati, O.— Judge Smith refuses to enjoin the Mt. Adams &
Eden Park Street Railway Company from extending its Eden Park line.
Cincinnati, O. — ^Judge Sayler appoints A. B. Hill temporary
receiver of the Mt. Auburn Cable Railway Company on petition ol E. E.
Kinsey, for relief due as creditor for $276.07.
Canton, O — The Street Railway Company has let contract to the
Wrought Iron Bridge Company for the construction 01 a new car barn.
It is a home firm and the barn will be very fine.
Painsville, O — The Painsville, Fairport & Richmond Street Rail-
way, I. K. Pierson, manager, asks for franchise for extension of line. It
will probably be granted. Work to be finished this fall.
Cincinnati, O. — The Main Street Electric Railway is decided by
Judge Smith to be a trespasser, and is given six months to get a new
charter. All car licenses since 1S77 must be paid at once.
Chillicothe, O. — A new boiler and a number of smaller supplies are
needed by the street railway. The court authorizes issuance of $4,000
certificates for that purpose. Sale will be argued November 20.
PiQUA, O. — The Piqua Street Railway Company has been succeeded
by the Miami Valley Street Railway Company. This brings the roads
in the two cities, and the interurban between them, under one manage-
ment.
Cleveland, O. — The Amalgamated Association of Street Railway
Employes elect W. D. Mahon, of Columbus, O., president; S. M.
Massey, of St. Paul, secretary and treasurer, and the Street Railway
Employes' Gazette as official organ. The next convention will be held
at Milwaukee.
Oklahoma.
Enid, Okla. — The Enid & Perry Electric Railway Company is
organized, in Kansas, at $500,000, to build between Enid and Perry, in
the Oklahoma Territory. The incorporators are E. L. Dunn, R. W.
Patterson, Chas. O. Wood. J. W. Thompson, all of Enid, and James A.
Pierce, of Denver, Colo. The men claim that work will begin at once.
Tlie line will be a long one.
Oregon.
Oregon City, Ore. — East Side Electric makes its first trip as a
freight and express route.
Portland, Ore. — Negotiations looking toward the consolidation of
the three Portland railway systems are in progress. The scheme
includes extensions, among them a mountain road.
Pennsylvania.
Philadelphia, PA.^The building of the electric lines is progressing
nicely without any particular opposition.
Mauck Chunk, Pa. — ^J. H. Bonnell, of AUenlown, has been appointed
manager and superintendent of the Carbon County Electric Railway.
Manayunk, Pa. — P. P. Liebert, general manager of the Wissakickon
Electric Railway, says his line will be increased by two miles, electric.
Erie, Pa. — Major Hoyt, engineer of the Erie & EJinboro Electric
Railway, says that building of the line will proceed at once. Contracts
for roadbed have been let.
Scranton, Pa. — General Manager Archer, of the Scranton Traction
Company, says that increased car service is to be given to South Scran-
ton, and that several other improvements will soon be made.
Pittsburg, Pa. — The Pittsburg, Bellzhoover & Knoxville Street Rail-
way ordinance has been aflirmatively recommended by the council com-
mittee ou corporations- This line will build a bridge and dig a tunnel.
Harrisburg, Pa. — The Carbondale & Dundaff has as president,
John J Fahey, of Scranton; John P. Kelly, August Robinson and
Joseph O'Brien, of Scranton, and Michael Moran, Carbondale, are direc-
tors.
McKeesport, Pa — White Electric Traction Company makes volun-
tary assignment to Robert R. Hammond and W. E. Tustin, who are the
heaviest owners of the line. The road operates between Riveton and
Duquesne.
Media, Pa. — The Chester, Media & Glen Riddle Electric Railway
hold a meeting in the office of E. A. Price, of this city. L D. Riddle,
W. Burnlev, Edmund Jones, et al , were appointed as a committee to
consult council concerning franchise.
Chester, Pa. — The Chester Sc Wilmerding Street Railway elects
officers; President, Jas. C. McComb; secretary, E. T. Cooper; treasurer,
J. Clayton Erb; directors, Wm. G. Hill, of Philadelphia; Congressman
John D. Robinson, of Media, et al.
(^lAicty\aiWa^j^V(W'
719
PiTTSBL'RG, Pa. — Public works committee recommend ordinance
granting right of way to the Pittsburg & Manstield Elevated Electric'
line. Those interested in the line are: E. Holbrook, president; Wm.
Roseburg, treasurer ; E. K. Morse, engineer; C. T. McDonald, secre-
tar\ .
Tennessee.
Memphis, Tkxn. — Calvary cemetery extension will be made this fall.
It is probable that this line will be the beginning of several larger exten-
sions.
Texas.
Fort Worth, Tex. — L. R Taylor appointed receiver for City Street
Railway Company, on application of A. M. Carter.
i.|Dallas, Tex. — The district court issues restraining order against the
city, from selling the track and franchises of the Dallas Consolidated on
a tax sale.
Waco, Tex — The street railway men of Texas met recently to
organize the Texas State Street Railway Association. A. Zintgraff was
temporary chairman. J. K. Urie, superintendent of the Austin Rapid
Transit Company, was the originator of the idea.
Utah.
L^]Provo City, Utah. — Marshall Norrell, on suit of A. A. Noon and
D. P. Kellogg, sold these same men the Provo City Railway for $2,Soo,
subject to bonded debt. No plans so far made public.
S.\LT Lake City, Utah. — Popperton & Ft. Douglas Rapid Transit
Company places property in hands of G. M. Downey, trustee, to secure
issue of $10000 bonds to complete the road. E. F. Colburn and C. B.
Jack sign mortgage.
Washington.
Seattle, Wash. — W. A. Underwood, agent of Central Trust Com-
pany, ot" New York, is appointed receiver for the Seattle City Railway
Company, on petition of the Central Trust Company. Bill represents
$13,230 deferred payment of interest.
Wisconsin.
Racike, Wis. — Belle City, manager, Allen Schewmon, is trying the
Western Electric Heating Company's heaters. All lines now in opera-
tion will be continued.
Eau Claire, Wis — Peter Truax, local capitalist, buys the National
Electric Manufacturing Company plant for $7,500. Mr. Tiuax will
operate plant if court confirms the sale.
Milwaukee, Wis. — A. W. Lynn, superintendent, has moved his
office from the Colby & Abbott building to the Kinnickinnick barn. The
auditing department goes to the new Insurance building
Custer's Last Battlefield.
A visit to this spot, which is now a National Cemetery,
is extremely interesting. Here, seventeen years ago,
General Custer and five companies of the
Seventh U. S. Cavalry, numbering over
200 officers and men, were cut to pieces by
the Siou.x Indians and allied tribes under
Sitting Bull. The battlefield, the valley of
the Little Big Horn, located some fort)' odd miles south
of Custer, Montana, a station on the Northern Pacific
Railroad, can be easily reached by stage. If you will
write Chas. F. Fee, St. Paul, Minnesota, inclosing four
cents in postage, he will send you a handsomely illus-
trated 100 page book, free of charge, in which you will
find a graphic account of the sad catastrophe which over-
took the brave Custer and his followers in the vallej' of
the Little Big Horn, in June, '76.
INTERLOCKING GRADE CROSSINGS ON
THE CHICAGO NORTH SHORE
ELECTRIC RAILWAY.
THE first interlocking signals at a grade crossing of
a steam and electric road, in which the trolley cir-
cuit is included in the interlocking mechanism, was
put in operation November 5, on the two crossings of the
Chicago North Shore Electric Railway and the Chicago,
Milwaukee & St. Paul. It makes a collision nearly
impossible. The general plan of the crossings is shown
in our drawing. A section of trolley wire on the
approaching track is separated from the rest of the line
by section insulators. The feeder for these sections is
lead through the signal tower, where it is connected with
the interlocking mechanism. When the signals are at
safety on the electric railway (that is, when the gates are
up), the circuit is closed to this trolley section, and the
electric cars are free to cross. At the same time, a
I.NTERLOCKING SYSTEM ON THE NORTH .SHORE ROAD.
deraihng switch is open on the steam road, about 400
feet froin the crossing. Opposite this derailing switch is
a danger signal, and at the distance of 1,800 feet is
another seinaphore signal, indicating whether the switch
is open or closed. When the towerman wishes to close
the derailing switch, the interlocking mechanism compels
him to first open the trolley circuit, close the gates, and
raise a scotch block on the street railway track. The
trolley section cut out by the signalman was not made to
extend across the tracks, because it was important that
should a careless man change the signals when an elec-
tric car was on the crossing, it should have power to get
off. There are thus three safety precautions on both
roads. The gates, the scotch block, and the dead trolley
section on the electric; the distant signal, the home sig-
nal, and the derailing switch on the steam. The only
possible way to cause a collision would be for the tower-
man to throw the steam road signals to safety while a
disabled electric car was on the crossing, and even in
that case the engineer would probably have his train
under control enough to stop. The idea of cutting out
the trolley current is due, we believe, to Geo. Gibbs, the
730
(^ti«!tO\aUM^li^yieA/
mechanical engineer of the Chicago, Milwaukee & St.
Paul. The switch and signals of the steam road are of
the Union Switch & Signal Company's design.
It is useless to enlarge on the advantages of such inter-
locking crossing apparatus. That gatemen are exceed-
ingly unreliable has been demonstrated time and again in
this city, and anything of this kind that will take all
responsibilit}' from the gateman's hands cannot help being
a financial benefit to both companies in the long run.
MOBILE'S NEW RAPID TRANSIT.
NEW PUBLICATIONS.
The Peckham Motor, Truck & Wheel Company
have issued a handsome catalogue, illustrating their
different stj'les of trucks, both alone and under cars on
various street railway lines.
In the Consular Reports, for November, J. C.
Monaghan, of Chemnitz, Saxony, says that power trans-
mitted from waterfalls in Switzerland is more expensive
than steam power, even with the high price of coal com-
mon there, and publishes extensive figures proving this
statement.
Alternating Currents, by F. Beddell and A. C.
Crehore, second edition, W. J. Johnson Company, New
York. Price, $2.50. The first edition of this well
known mathematical treatise met with such a sale that
the second is now extant. The changes from the first
edition have been slight.
Continuous Current Dvnamos and Motors, by F.
P. Cox, W. J. Johnson Company, Limited, 41 Park Row,
New York. Price, $2. This is a book for students,
giving the methods of designing and testing, as practiced
THE property of the Mobile Street Railway Com-
pany was turned over, on January 10, 1893, to
the purchasers, under the foreclosure sale ordered
by the United States District Court for the Southern
District of Alabama. The property consisted of a lot of
fairly passable mules, dilapidated cars, and worse track,
together with a franchise from the city, conferring
the right to change from animal power to electricity.
One can form some idea of the
condition of the tracks, when
it is stated that some of the rails
in use showed signs of having
been used for armor on gunboats
during the war. After some de-
lay, caused by litigation and secur-
ing a new charter, the purchasers
organized the Mobile Street Rail-
road Company, on April 8, 1893.
At this meeting the following
officers were elected: James Still-
man, president; F. J. Gasquet, vice-president; Wm.
Bogert, secretary, and R. Semmes, treasurer and gene-
ral manager.
On May i the work of tearing up the old tracks and
replacing them with new was begun, and pushed until
August I. During this time nineteen miles of an old
rickety horse road had been transformed into an electric.
In rebuilding the roadway, 58",^ -pound girder and
45-pound T-rails were used.
The equipment of the road consists of twenty 16-foot
closed cars, made by John Stephenson Company, mounted
R. SEMMES,
General Manager.
VIEW ON GOVERNMENT STREET, MOBILE, ALA.
in the factory. After a brief review of the electrical
units and general principles of continuous current
machines, the different points to be considered in design-
ing such machines are taken up, chapter by chapter.
The last two chapters are on steam engine testing.
on Baltimore Car Wheel Company's trucks, and twenty
open 22-foot trail cars. Each closed car has one 25-
horse-power General Electric waterproof motor. The
station equipment consists of three loo-kilowatt General
Electric generators, three 150-horse-power Mcintosh &
(^^tied/j\aiWAy'9^ytev/
7;n
Seymour compound condensing engines; three loo-
horse-power Rantom's water tube boilers.
The steam plant was erected complete by Pierce &
Miller Engineering Company, of New York. The car
barn, power house, and work shops combined, is a brick
building of ample size, not onlj' to answer the needs of
the present, but for several years to come.
for the past few years has been coming rapidly to the
front as a port for exporting coal, lumber, etc. Last
year it became a formidable rival to New Orleans as an
importer of fruit.
The climate is delightful the year round, for while the
summers are very long, still the heat is not intense, and
in the evenings is tempered by delightful breezes from
PLAN OF POWFR AN'I) CAR HOUSE, MOBILE.
The rebuilding of tracks and equipping the road and
station was done by and under the supervision of the
general manager, R. Semmes. The building of over-
head lines and installing the electrical plant and starting
same was done under the direction of J. F. McAviney,
electrician and engineer for the road. Nearly all of the
the bay. The winters are simply charming, and are like
far advanced spring in climates less favored. In fact, at
this season of the j'ear Mobile is a veritable "flower gar-
den," and to the wearj' traveler from beyond Mason and
Dixon's line, who have been chilled to the marrow by the
wintry blasts of the north, it is a Garden of Eden.
FRONT ELEVATION.
REAR ELEVATIOV.
blDE ELEVATION — POWER ANn CAR HOfhE.
work of changing the road was done during the financial
stringency now passing away, thus showing the failh the
owners have in the outcome of Mobile.
Mobile is an ideal cit\', of forty thousand inhabitants,
situated at the head of Mobile Bay. While in years gone
by it was considered as one of the places to be shunned,
on account of frequent visitations of yellow fever, it is
now as healthy a place as can be found anywhere, and
A few of the architect's plans for the plant are here
shown, not because they present anything radically new
or wonderful in construction, but because they are excel-
lently arranged for a moderate sized road, such as this.
The barns are 192 feet long, and wide enough for five
tracks. These five tracks each have a switch directly
from the street tracks in front; and at the rear, in the
space between the power house and car barn, is a trans-
733
(=jxlAcetj\ailvv^9\cyl£v/
fer table for moving cars to the repair shop track, or
from one track to another at that end of the barn. The
space between the barn and power house is roofed over.
Ranged alongside of the car barn and separated by a fire
SECTION SHOWINU ROOF TRUSS.
wall are the repair shop, carpenter shop, paint shop, con-
ductors' room, store room, and offices, in the order
named. In the barn one of the
five tracks is raised, for facilitat-
ing ordinary inspection and repair,
as the ground was so wet that pits
were liable to be flooded. A sid-
ing of the L. & N. Railway runs
in front of the boilers. The archi-
tects are McDonald Brothers, of
Louisville, Ky.
The operation of the road has
started out most auspiciously, and
has every promise of a bright
future. The company is fortunate in securing as man-
ager one so well and favorably known to the members
J V. MCAVINEY,
Eleclriciiln.
THE LINE CREW — MOBILE, ALA.
of the American Street Railway Association as Mr.
Semmes, whose many friends in the fraternity will wish
him unbounded success.
THE DRESSEL DASH LIGHT.
AN attractive headlight for cable and electric cars is
being manufactured by Geo. C. Dressel & Com-
pany, New York, which we illustrate herewith.
The cut plainly shows the ease with which the lamp
can be attached to either dash of the car. Its qualities of
appearance and compactness are self evident, and users
declare as to its effectiveness.
The success of the company has been such, in both its
THE DRESSEL HEADLIGHT.
railroad signal lamps and street railway lighting, that
additional manufacturing quarters have become an abso-
lute necessity, and plans are now nearly completed for a
new brick factory, which will afford over 50,000 square
feet of working room. Their lamps are in use on a large
number of street railways.
ALL HE WANTED.
A CITIZEN of Axtell, Ky., writes to the Louis-
ville Street Railway, thus: —
"Mr. Street Car Agent. If you want a hand
to Run a Street Car Let me know soon and Tell Me
wether you will take Me or not if you will Take me let
me know and Send the Prices of running your Street
Car — Give me 18 ct an our and board me and Wash for
me and Do all this right Soon."
In Boston, sacred Boston, Joseph Cooke calls it, char-
itable people dispense street car tickets to poor invalids,
so that in lieu of carriage rides, the atflicted may ride
about the suburbs free. The privilege is abused shame-
fully, however, and many able bodied rascals present the
tickets. It is probable that they are obtained by highway
robbery from the weak.
^JCwjd'j^iyiayj^
r33
STREET RAILWAY PATENTS.
COMPILED BY THE STREET RAILWAY REVIEW.
ISSUED SEPTEMBER 26, 1S93.
Trolley wire support, Lucius T. Gibbs, Milwaukee, Wis 505'i57
Closed conduit for electric railways, Geo. W. McNear, Oak-
land, Cal 50;'.6o5
Controller roller for electric cars, Ernest P. Warner, Chicago,
111., assignor to the Western Electric;Companv, same place. 505,687
Curve or crossing for cable railways, Edward W. Wallis, Phila-
delphia, Pa 505.737
Car brake, William H. Hansell, Philadelphia, Pa 505763
Protector for pipes from powerful electric currents, Frederick
Egner, St. Louis, Mo. 505,822
Conduit electric railway, Lawrence A. McCarthy, Brooklyn,
N. Y .- - 505,S4'
Sanding device for raijway cars, Millard Field, Taunton, Mass.,
assignor by direct and mesne assignments to the Automatic
Railway Track Sander Company, of Maine 505,976
Railroad joint and support, etc., Hamilton E. Ford, Johnson, Pa.,
assignor bv direct and mesne assignments to the Johnson
Company, of Pennsylvania 505i978
Means for and method of securing metal objects together, Arthur
J. Moxham, Johnstown, Pa _ 505,988
Railroad rail support, Arthur J. Moxham, Johnstown, Pa. 505,989
Rail joint, Arthur J. Moxham, Johnstown, Pa 505,990
Electric conducting bearing for trolley or other wheels, Elmer A.
Speny, Chicago, III., assignor to Frank R. Greene, same
place 505.994
Controlling device for electric railway cars, William P. Coldren,
Lebanon, Pa., assignor of two-thirds to Jacob M. Shenk,
same place, and William H. Conrad, Reading, Pa 506,001
Cable grip, Joseph S. Peden, Jersey City, N. J 506,014
TroUev wire support, Maurice Hoopes and Oscar S. Hertzog,
Lynn, Mass _ _ _ 506,043
Electric railway system, Harry A. Lewis, Norristown, Pa.,
assignor of three-fil'ths to John T. Dyer, same place 506, 1 24
Electric trolley wire crossing, Edgar P. Binford, Cincinnati, O... 506, 149
ISSUED OCT. 10, 1S93.
Means for supporting trolley wires, Samuel Harris, Cleveland, 0.506,317
Electric locomotive, Johan F. S. Branth, New York, N. Y.,
assignor of two-thirds to Edward H. Johnson, same place 5o6,3:;8
Electric railway trolley, George H. Benjamin, New York, N. Y.,
assignor to Siemens & Halske, Berlin, Germany 506,463
Trolley, George F. Green, Kalamazoo, Mich , assignor one-half
to Oliver S. Kelly, Springfield, Ohio, Martha F. Green,
executrix of said George F. Green, deceased 506,492
Method of clearing streets or railroad tracks from snow, Richard
A. Healy and Edward C. Cundell, Patcrson, N. J., assignor
one- third to John Hinchliffe, same place 506,497
Pilot shoe for snow melting machines, Richard A. Healy and
Edward D. Cundell, Paterson, N. J., assignors one-third to
John Hinchliffe, same place 506,499
Gas heated rotary brush for street cleaning machines, Richard
A. Healy and Edward D. Cundell, Paterson, N. J , assignors
one.lhird to J. Hinchliffe, same place 506,501
Trolley support for electric railways, Johan M. Anderson,
Boston, Mass., assignor one-half to Albert Anderson, same
place 506,6 1 7
ISSUED OCTOBER I7, 1893.
Fare register for street cars, Dennis J. Daly, Philadelphia, Pa.. .506,845
Device for lifting traction cables, James B. Brown, Washington,
D-C -■ 506972
Grip for cable roads, William C. Coddington, Washington, D, C ,
assignor one half to William W. Burdette, same place 506,979
Electric railway conduit, Henry H. Franklin, Brooklyn, N, Y 506,933
Car truck, William H. Hansell, Philadelphia, Pa 507,001
Combined petroleum and compressed air engine for tramways,
Freidrich Neukirch, Bremen, Germany 507,032
Trolley wire hanger, Benjamin B. Belts, St. Louis, Mo., assignor
of one-third to Emil A. Kolbe, fame place 507,064
ISSUED OCTOBER 24, 1893.
Folding gate for car platforms, Walter S. Adams, Philadel|)liia,
Pa., assignor to John A. Brill, same place 507,092
Safety device for street cars, John M. Kelley, Rochester, N. Y... 507,138
Apparatus for controlling the application of electric currents,
Robert Lundell, Brooklyn, assignor of two-thirds to Edward
H.Johnson, New York, N. Y 507.'44
Safety fender for tram cars, Henry S. Robins, Philadelphia, Pa. .507,167
Motor truck, John A. Brill, Philadelphia, Pa 50^.207
Motor truck, John A. Brill, Philadelphia, Pa 507,208
Trolley wire cleaner, Charles H. Thompson, Detroit, Mich.,
assignor one-half to George A. Sheley, same place 507,247
Switch clearing, salting and operating device, Charles H. Crop-
sey, Brooklyn, N. Y., assignor one-half to Thomas T. Hay-
den, same place _ 507.261
Trolley wire insulator. Mowry S. Williams, Syracuse, N. Y.,
assignor'one-half to Stewart Worden, same place -507,299
Closed conduit, electric railway, Robert Weir, Montclair, N. J. ..507,339
Slot brake for conduit railways, William M. Hood, San Fran.
Cisco, Cal., assignor to the Pacific Cable Railway Company,
same place 507,366
Electric locomotive, James T. Wilson, Tyrone, Pa 507,396
Conduit for electric railways, Geo. F. Green, Kalamazoo, Mich.,
assignor one-half to Oliver S. Kelly, Martha L. Green,
Springfield, O , executrix of said Geo. F. Green, deceased.. .507,493
Guard for cable crossings, James W. Hintz, Baltimore, Md 507,497
ISSUED OCTOBER 3I, 1S93.
Ice scraper for trolley wires, William Heston, Alliance, O S07.539
Series-multiple electric controller, Arthur P. Knight, Boston,
Mass , assignor to the Thompson-Houston Electric Company,
of Conn. 507.547
Electric car brake, Joseph H. McEvoy, Waterbury, Conn 507.589
Trolley wheel guard, John N. Akarman and Frederick LeNoir,
Worcester, Mass 507,641
Car fender, George Hipwood, Horatio C. Barrett and Stephen
Porter, Boston, Mass 507.654
.Switch for trolley wires, Gustavus A. Huben, Springfield, O 507,732
Motor, William J. Walker and Alexander L. Bedford, St. Louis,"
Mo - 507,769
Conduit railway conductor, John W. Grantland, Philadelphia,
Pa., assignor to Gilbert L. Parker, same place 507,806'
Car truck, John Taylor, Troy, N. Y 507,855
Cable grip, John C. Dean, Millsborough, Pa 507,887
A. MERTES MANUFACTURING COMPANY.
TO keep pace with the necessities of electric traction,
no department has been more thoroughly awake
than the manufacturers of motor repair parts.
The result has been a successive improvement of all
repairs, both as regards quality of material and workman-
ship. Roughly finished goods made of scrap material
and put together by a blacksmith might once have served
a purpose.
One of the most prominent features of modern repair
facilities is that of motor pinions, and one of the promi-
nent manufacturers of pinions is the A. Mertes Manufac-
turing Company, corner Isabella and Sandusky streets,
Allegheny, Pennsylvania.
A. Mertes, the president of the company, as well as
the inventor, is a mechanic of more than ordinary ability,
and has directed his genius to the end of supplying the
managers of electric railways, railway motor manufac-
turers and dealers in supplies, with an improved pinion,
whose claims of excellence are the three enumerated
necessities of such devices, strength, durability, finish.
The company has a complete system of machinery,
made on a radically new basis, which enables the manu-
facturers of these goods to sell them at prices that are
essentially correct.
One of the machines in the Mertes factory is capable
of cutting and planing six gears at once.
7;54
(^tud/ll^aiWaj^li^^^^
PATENT OFFICE GOSSIP.
Number 507,299, covers a trolley hanger, in which
the insulating material is a stick of mineral rock in its
natural state. This stick is represented by B in the illus-
tration.
Number 505,994, covers a trolley wheel bearing
bushed with commutator brush carbon, with collars of
plated carbon at the ends. See illustration.
Number 505,457 is a trolley wire hanger, by a well
known inventor. It is evidently intended to cushion the
blows given the hanger and prevent the cracking of
insulators so common now. See illustration.
construction. The trolley hanger is on a wire supported
between the pole and the edge of the bracket, thus giv-
ing the spring of the span wire, with the strength and
other advantages of the center pole. See illustration.
Patents 506,497, 506,500 and 506,501, cover the
process of removing snow from street railway track, by
Number 505,976 is a track sander, for use on trucks
where only one pair of wheels are the drivers. The
sand is automatically turned on when one pair travels
faster that the other. This is done by having a band or
belt running over drums on the two axles. The drum
on the driving axle being free to turn, actuates the sander
when the drivers slip.
The method of cleaning trolley wires, described in
507,247, is rather startling at first sight, but might prove
a very efficient way of getting the ice off in extreme
cases. It consists in a spring arm in advance of the
S06^^5
505VS/
melting it with gas heated air or by gas heated brushes.
It is to be feared that that the inventors have undertaken
a rather large contract.
trolley pole, which is made to continually hammer the
trolley wire. The reciprocating motion is furnished by
a small electric motor.
The car controller, No. 506,001, was described in the
Review, of May, 1893. The brake and controller are
operated by the same handle. Turning the handle one
way from a central position puts on the brake and turn-
ing the other way starts motors.
Number 506,463 would provoke a smile, were it not
for the distinguished character of the assignees. The
idea of a " liquid contact trolley," with a hose connection
from the car for keeping it wet and lubricated, is rather
ludicrous, to present ideas, but it possibly may not be so
with high speed work that the future has in store.
Number 505,822 is intended to protect underground
pipes from electrolytic action, by winding them with a
wire of better conducting material than the pipe and
connecting this wire to earth-plates. See illustration.
We fear that this would have the opposite of the effect
intended, as the fact that the pipes were connected to
ground plates would bring more current to them.
Number 506,043 is a trolley wire support, combining
some of the advantages of both bracket and span wire
The Laclede Car Company, of St. Louis, are busily
at work on 200 closed cars far the Philadelphia Traction
Company, and a recent visit of General Manager Robin-
son to the Quaker city resulted in an additional order of
50 open cars for early spring delivery. All of which is
highly complimentary to the management and workman-
ship of the Laclede company.
ECHOES FROM THE TRADE.
735
The General Electric passed its November divi-
dend.
Sargent & Lundv, Chicago, have taken the agency
for the Climax steam generator, made by the Clonbrook
Steam Boiler Works, o£ Brooklyn.
The Hoppes Manufacturing Company, Springfield,
O., has just sold a 1,000-horse-power feed water heater
and purifier to the Calumet Electric Railwa}', of Chicago.
W. S. Love, of the •' Rookery," captured the order.
The R. D. Nuttall Company has taken up new
quarters at suite 911 Monadnock building, Chicago,
where, in finely furnished rooms, they will receive their
friends through J. M. Denniston, western representative.
Harrison & Carey are now at 1137 and 1138 Mo-
nadnock building, where the friends of the great trium-
virate of Harrison & Carey and Bemis may find them
ready to equip a road or sell a trolley wheel or a truck.
Arthur E. Georgi, selling agent for the Cincinnati
Novelty Manufacturing Company, spent several daj's in
Chicago, this month, meeting street railway men, and
having good success with the specialties manufactured
by his enterprising house.
The Ottawa Car Company, of Ottawa, Canada, has
been manufacturing cars now for some time, and is at
present filling large orders for Montreal, Toronto, Winni-
peg, and Ottawa. Ahearn & Soper, the well known
electrical dealers, are interested in the company.
Geo. O. Fairbanks, long and favorably known as
western manager for the Westinghouse Electric & Manu-
facturing Company, has connected himself with the Rail-
way Equipment Company, to take charge of the Holmes,
Booth & Haydens wire agency, latel)^ given to that com-
pany.
The Shiffler Bridge Company, of Pittsburg, has
received the contract for a large plate girder viaduct, to
be erected at South Omaha, Nebraska, for the Chicago,
Burlington & Quincy Railroad; also for a lot of iron col-
umns and girders for the Havelock boiler shop, of the
same company.
The New Haven Car Register Co:\ipany, of New
Haven, Conn., are proud of the award made to the New
Haven Fare Register by the World's Columbian Expo-
sition, receiving the only medal awarded stationary regis-
ters. They report a very active interest in both this and
foreign countries since the Exposition.
The Genett Ant Brake Company has received
additional orders for air brake equipment for 104 cars
from the Third Avenue Railroad Company, New York
City; also for thirty cars from the Buffalo City Railway
Company. These orders are in addition to the brakes
already delivered and now in use upon these lines.
William Goltz, manufacturer's agent, Milwaukee, is
doing a thriving business even in these hard times, and
has bright prospects in several lines of steam and elec-
trical equipment. Mr. Goltz was formerly a general
electric expert, and is well versed in various lines.
The Combination Car Company, of Boston, which
has been organizing for some time to push the sale of
their combination summer and winter car, has now
given the exclusive right to make and sell, to the Laconia
Car Company, of Laconia, N. H., which will at once
begin active operations for its introduction to the trade.
Horsburgh & Scott, manufacturers of gears, pinions,
and pressed steel trolley switches, of Cleveland, O., report
great success with their specialties. Their shop is run-
ning full time on gears and pinions, and the prospect is
flattering for an excellent trade. Great success has
attended the introduction of their pressed steel trolley
switch.
The Morin Climax Water Tube Boilers, at the
Exposition, are being tested by George H. Barruss, to
determine the relative economy of fuel oil and the vari-
ous coals commonly used in steam making. The builders
of the boilers are making the test at their own expense,
and are, we are informed, the only boilers being so
tested.
The Griffin Wheel & Foundry Company, Chi-
cago, 111., received the medal from the World's Columbian
Exposition on chilled iron car wheels, for " excellence of
design," and furnished Columbian Exposition wheels of
all sizes, from the rim of the Ferris wheel, 264 feet in
diameter, down to the wheels for the Movable Sidewalk,
18 inches in diameter.
The Standard Railway Supply Company, Mon-
adnock building, Chicago, are extremely busy filling
orders for their standard car stoves. Among shipments
during the past ten days were one entire car load to the
Buffalo Railway Company, and thirty stoves to the Lynn
& Boston; also to St. Louis, Milwaukee, Detroit and a
number of smaller cities both east and west.
The R. D. Nuttall Company, of Allegheny, Pa.,
have increased their stock of standard gears and pinions
and thoroughly overhauled their machinery, so that they
are prepared for prompt shipment of orders during the
winter. Their new trolley harp, for which several orders
were received on first sight at the convention, is designed
to avoid striking switches in passing low places in the
wire.
The Graham Equipment Company, of Boston,
writes: "Orders have flown in so largely since the con-
vention, that we have arranged to start a plant in Phila-
delphia, and also have an office and a representative
there. We are building trucks for Grand Rapids, Pitts-
736
(^ticctj\ailM^/'ii^eym/
burg, and South Braintree, and are negotiating with half
a dozen western roads; and also with a Canadian Street
Railway."
The Calumet Electric Street Railway Company
has awarded C. E. Loss, of Chicago, the contract for
the paving and rebuilding of the South Chicago avenue
line, six miles in length; also the changing of the line on
Ninety-fifth street and at Burnside Crossing, to move
the traffic on Ninety-third street, through the new sub-
way. They have also awarded him the balance of their
overhead work.
The Safety Brake Shoe Company, of Boston,
whose advertisement will be found in our columns,
reports a constantly increasing demand for their brake
shoes, especially by electric street railways. Their shoes
are in service on over one hundred such roads, the first
orders usually bringing duplicates; some of them are on
a liberal scale, with the assurance that they are to be
adopted as their standard shoe, the braking and wearing
features proving so favorable.
The Bates Machine Company, of Joliet, report
having run three-fourths their usual force right along and
find a gradual increase in inquiries and orders. They
will soon be running full time and force as before the
depression. Among late shipments are noted a 300-
hoi-se-power Bates-Corliss, for the West Side Street
Railway, of Elmira, N. Y., the Kentucky Union Railway
Company, Lexington, Ky., C. C. C. & St. L. Ry., Co.,
Cincinnati, and 1,500-horse-power to various manufac-
turers.
The Garton- Daniels Electric Company, of
Keokuk, Iowa, has just completed one year's business,
and in closing the books, find results most gratifying.
During this time they have placed Garton Lightning
Arrestors on one road to the number of 284. The road
referred to is the Cincinnati, Newport & Covington
Street Railway, of Cincinnati, Ohio. Next spring they
intend to bring out a few new specialties, for which they
hope for a record like that of the Garton Arrester.
These specialties are now being developed.
Sargent & Lundy, 142 i Monadnock building, Chi-
cago, have recently taken the western agency of the
Crocker-Wheeler Electric Company, of New York, and
are now prepared to supply this well known type of sta-
tionary motor and other electrical apparatus. A new
machine tool construction, especially adapted for use in
repair shops of electric railway and power plants, is also
being introduced in the west by this firm. In these tools
the motor is built in as a part of the machine, making a
directly connected machine tool, which can be moved
about the repair shop or power station with ease and
started up wherever there are conductors.
P. S. Bemis, the genial and successful western repre-
sentative of the Peckham Motor Truck & Wheel Com-
pany, has removed his Chicago office to 11 37-11 38 Mon-
adnock building. The suite commands a magnificent
eastern view and is furnished after the best plans of Mr.
Bemis, whose taste for the beautiful is well known.
Among recent orders captured by Peckham's people are
orders both new and second from the Broadway Cable,
of New York; the Brooklyn Heights, of Brooklyn; the
Jersey City & Bergen, the new road at Atchison, Kan-
sas; the Cincinnati Consolidated and the Pittsburg &
Birmingham Traction Company, of Pittsburg.
The Consolidated Car Heating Company, of
Albany, N. Y., reports application of their electric heat-
ers with regulating switch to cars in twenty-nine cities
and towns throughout the United States and Canada.
Among these towns are: New York, Rochester, Albany,
Elmira, Yonkers, Hudson, Jamestown, Rondout, Chi-
cago, (three roads), Pullman, Cleveland, (two roads),
Northampton, Holyoke, Haverhill, North Abington,
Brockton, New Haven, South Norwalk, Newark, Phila-
delphia, AUentown, Akron, Piqua, Dayton, Omaha, and
Montreal, Toronto, Hamilton, and Niagara Falls in Can-
ada, with second orders from a number of old customers.
A NEW USE FOR THE CABLE.
-Harper's Bazaar.
The creditors of the Gilbert Car Company, which was
dissolved on August 16, last, are asked to assign their
claims to creditors' committee, consisting of Henry S.
Hale, chairman, 48 North Sixth street, Philadelphia; Wm.
E. Uptegrove, Chas. R. Flint, James L. Howard, Wm.
Kemp, and Ralph W. Kirkham. In case all the credi-
tors agree to this, the Gilbert heirs, whose claims are
preferred, being in the shape of a mortgage debt, will
likewise assign their interest, in which event it is expected
to continue the works under the direction of the commit-
tee, until such time as the profits shall have wiped out the
debts, or the business and works can be sold advantage-
ously.
The Charles Munson Belting Company reports
trade gradually improving and orders increasing. They
have recently received a number of large contracts for
the Eagle belt, a pure oak tanned, strictly short lap belt,
with an established reputation. The Munson belt has
been a leader for many years, and can always be
depended on to do its work. It is not blackened, and
comes out with a pure oak tanned color, to show that
there is no percentage of hemlock tannage in the leather.
This company received award at the World's Columbian
Exposition for pure oak tanned leather suitable for belt-
ing purposes. This is the second medal that has been
awarded the Groetzinger leather.
^:lied.j^aiWay*j^eA/^^
737
A \-isiT to the office and shipping room of the Railway
Equipment Company, Pullman building, Chicago, shows
that at least as far as this pushing company is concerned,
the revival of trade is a reality. Mr. Mason, the general
manager, states that the trade of the company in general
electric railway supplies is steadily increasing and new
customers are being added daily to their already long
list. The company has made for itself during the last
five years an enviable reputation for honorable dealing
and superior material. " The well-known type G.
material," says Mr. Mason, " gains in popularity daily
and the company is in receipt of the strongest testi-
monials from a host of desirable customers."
Ran 35,000 Miles. — The rawhide pinions manufac-
tured by the New Process Rawhide Company, Syracuse,
N. Y., have repeatedly made some most excellent rec-
ords. The following letter from superintendent J. K.
Urie, of the Austin, Texas, Rapid Transit Railway, is
well worth reading. Under date of October 28, he says :
"Two of your rawhide pinions, (Thomson- Houston S.
R. G.) have been in constant service on one of our motor
cars since the 26th day of January, 1S93. This car has
run a little more than 35,000 miles without change of
gears or pinions, and we believe the pinions are still good
for several thousand miles. The writer considers your
pinions superior to any he has used."
The Crossley Brake, Cleveland, continues to win
good words from users. General Manager Stanley, of
of the Cleveland Electric, under date of November i,
says: "The brakes you put on our cars about nineteen
months ago, are doing good service. They never fail.
Their simplicity will place them in the front ranks as
soon as they become known." Superintendent Rowen,
of the Chicago City, says : " After several weeks trial
of your brake on one of our motor cars, I can say that its
simplicity, low price and cost for repairs, must com-
mend it to all street car managers." Superintendent
Mulhern, of the Cleveland City, also says the brake is
giving the best of service on both their cable and elec-
tric cars.
The Stanwood Steps, built by the Stanwood Manu-
facturing Company, Chicago, are a strictly reliable and
honest step, if they are " all steel," and have a proud
record on several hundred roads, where " once used"
they are " always used " thereafter. They are now
practically perfect, and have nothing to be desired which
is within the range of the possible. Recent orders for
their improved, all steel step, include, among other
companies, the Pullman Palace Car Company, St. Louis
Car Company, Lamokin Car Works, Omaha Street Rail-
way Company, Akron Street Railway Company, Caya-
dutta Electric Railway Company, South Chicago City
Railway Company, Calumet Electric Railway Company,
Youngstown Street Railway Company. President Stan-
wood has spared neither time or money in the improve-
ment of this step, and the voluntary testimonials from
users would fill a large book.
OUR DICTIONARY OF TECHNICAL TERMS.
A FARE BOX
BEHIND TIME.
ml mn ^ no u n m
A HEADLIGHT.
A GROUND RETURN.
The Altoona Manufacturing Company, of Altoona,
Pa., although long and favorably known in eastern power
circles, have not until lately begun to push their engines
into the western territory. The M. A. Green automatic
engines built by the company have, however, of late been
introduced to the western users and of course to that
user par excellence, the street railway plant. The City
Passenger Railway Company, of Altoona, has three 125-
horse-power and one 250-horse-poweV units operating.
They have been in constant use for nearly three years
without shut down. The Altoona & Logan Valley Elec-
tric has two 300-horse-powers operating successfully in
their plant; and the Johnson Steel Company, of Johns-
town has two 150's operating its electric welding
machines. The Pennsylvania railroad is a large user of
the Green engine, both for its electric departments and
its shops. The Punxsutawney, Pa., Street Railway has
two 125's and the light plant uses one 125-horse-power.
Besides these, in Pennsylvania alone, thirty other power
plants are equipped with the Green engine, using them
for every purpose where absolute reliability, strength and
quickness of government and close regulation is necessary.
This includes electric light plants, coal mine shafts, saw
mills, incline planes, hoisting and private light installations.
The buyers are such as the Cambria Iron Company, the
Berwind-White Coal Company, the Edison light plant at
Altoona, and other large, experienced and critical buyers.
The record of the Green should be investigated by every
street railway man contemplating new power.
738
(2)l^tli\aiWciy-9^VicW*
Visitors to the boiler room at Machinerj^ Hall, during
the last two weeks of the Exposition, noticed the follow-
ing conspicuously displayed on a placard, hung on the
boiler front of the Babcock & Wilcox battery. As we
are informed it represents the sentiments of nearly all the
boiler exhibitors, the card is herewith printed in full:
SPECIAL NOTICE.
These Boilers Have Received No Awards.
Why? Read! Learn!
"We were informed that it was the purpose of the
jury, to make awards on boilers based entirely upon the
written statements of the exhibitors of boilers, without
tests or any personal knowledge in the possession of said
jury concerning the comparative construction, operation,
economy, or durability of said boilers.
We were asked to make such a statement, and were
informed that all other exhibitors of boilers had been
requested to make a like statement of their claims for the
consideration of the Jury of Awards.
Believing that an award, based on such insufficient
knowledge on the part of said jury, could be of no prac-
tical value, and notwithstanding the expense incurred by
this company in making an exhibit, we respectfully
declined to make anj' such written statement for the pur-
pose of receiving an award upon our boilers.
While we do not in the least envy those who have,
upon such knowledge by the jury, been awarded prem-
iums, we are equally content to stand upon the record,
without an award based on such a knowledge of our
goods."
Standard stovf
STANDARr-"
SSAr£
«<iSTOTO
A CONVENTION REMINISKNCE.
Geo. N. Crawford and E. Stockwell, as Geo. N.
Crawford & Company, 1136 Monadnock block, have
become western agents of the Watertown Steam Engine
Company, besides doing a general business as consulting
and constructing engineers. The gentlemen are well
known, both as to ability and personal worth, and have
good prospects for a successful introduction of the already
well known Watertown engine.
A FRENCH STREET RAILWAY STRIKE.
A FRENCHMAN never- gets excited without ter-
minating his mental agitation by a physical ebulli-
tion. November 6, the ill feeling of the horse car
employes toward the employing companies ended in a
first class riot. The stables of the companies were
immediately surrounded by troops to protect the proprie-
tors, but the rolling stock and horses on the lines were at
the mercy of a mob of employes, their friends and sym-
pathizers. This mob, numbering 5,000, gathered in the
famous Cannebiere, and overturned fifteen cars which the
company attempted to run. One of these was then fired
with petroleum, amid cheers and yells. This was fol-
lowed by the tearing up of some sections of track, and
the burning of a few more cars. Altogether sixty cars
were badly wrecked or burned, police interference
amounting only to the arresting of sixty rioters. The
companies' directors accused the mayor and municipal
authorities of inciting the trouble. At this juncture these
worthies left the council chamber in an angry mood.
Women took active part in the rioting, surrounding the
cars and driving off the drivers that remained faithful to
the company. One of the sympathizers of the rioters
placed a bomb on the track, which was exploded by a
passing car. The mob immediately made a rush for the
fellow, who saved himself by surrendering to the police.
No damage was done.
November 8 the cars were running again under mili-
tary protection, mounted gens-d'-armes patrolling the
whole city at intervals of sixty yards. The companies
claim $80,000 damages from the city, for loss of rolling
stock and business during the riot.
The strikers wrote James Gordon Bennett, of the New
York Herald, asking assistance, and recalling the aid
given the Parisian strikers.
THE LACROSSE RAILWAY OPENS TO
TRAFFIC.
AMATEUR minstrels at LaCrosse, Wis., will have
no horse car joke hence forward and forever,
and all because the LaCrosse City Railway
Company, on October 28, made its formal opening trip.
Superintendent Valier began operations by hanging
the stars and stripes to the trolley pole, then Clement
-Smith, the electrical engineer, grasped the handle and
away sped the car with the following party on board:
President B. E. Edwards, Secretary West, Superinten-
dents P. Valier and George Smith, Electrician J. Johnson
and the usual representation of city officials and local
press.
The line is seven miles in length, with a total trackage
of ten miles. Nine cars will be run at eight miles an
hour.
Warren H. Carr, of the Bath, Me., Street Railway,
is perfecting a track cleaner, which uses rubber or old
belting instead of steel plate.
(^ia^j\aiWaj^lf^^^
789
Young Mr. Volt sat on a wire,
And said, " I think ampere.
To anything electrical
Watt I can see 'round here."
Just then the trolley wheel came by.
And said, " Young fellow, come.''
And as the motor used him up.
He wished he'd staid at ohm.
Melodious Death Knells. — " I don't see no use in
havin' sich horrid soundin' gongs on these here cars,"
said the old lady from the country, in the hearing of an
Indianapolis Journal reporter. " Well, madam," replied
the ever-ready conductor, " when we started out we did
have some real sweet soundin' gongs, but people got so
stuck on the sound that they'd stand right on the middle
of th' track to listen to 'em, wich same habit killed from
four to eight folks a day, so we had to take 'em off."
And just here, the veracious conductor bit off another
piece of plug and rang up a fare.
Sad but True. — The beautiful young thing boarded
a Fullerton and Webster trailer. Her eyes were " a
cerulean blue, her cheeks were pink with the glow of
health and her features as regular as the click, click of
the wheels on the rails. The old man who sat opposite
wore billy goat chin whiskers and a fine expansive smile.
He turned and said to his neighbor, "that's a pretty face,
how modest and refined she looks. Every feature
betokens breeding and culture." The girl blushed. Her
lips moved. The old man bent forward to hear. He
heard. This is what she said : "Say, old feller, your
whiskers is full of hair " The funniest part of this story
is that it's true.
EviUENTLY A DESPERATE CHARACTER. It WaS a
West Side car, and the talkative, healthy old gentleman
was going home. He was stout, florid, with short-cut
grey hair, and very self-satisfied. The effeminate
degeneracy of modern young men was his theme.
"Look at me!" Sixty years of age — never had a day's
illnes.'s in my life, and can do my five mi!e.s an hour!
Why.' Because from when I was twenty to when I was
over forty I lived a regular life. No delicacies for me!
No late hours! Every day, summer and winter, I went
to bed at nine, got up at five, lived principally on
porridge; worked hard — hard, mind you — from eight to
one, then dinner, then an hour's walking exercise, and
then — " "Beg your pard'n, guv'nor," interrupted a
young working man sitting opposite, " but wot was you
in for?"
An Old Lie in a New Dress. — " Had a 'strordinary
'sperience last night," said a Buffalo, N. Y., conductor to
nobody in particular. " Took on a woman at Blank
street, and forgot to let her off at Tupper. When we
got past Tupper two blocks, she grabbed the rope and
rung up thirty-six fares 'fore I cud stop 'er." The pas-
senger groaned. "Tell us somethin' fresher or keep
still," said the bad man from Tufftown. " Wait till I git
through," retorted the conductor. " When I told her
she'd have to pay them fares, she grabbed her purse and
give me $i.So." "Honest woman," said the little man
in the corner. " You bet," assented the conductor,
" 'specially as them fares were on the 3-cent dial, and I
cleared seventy-two cents on the deal." And the honest
conductor absently punched a transfer two hours late.
Must Have Been an Heiress. — She had dropped
something. That was evident from the startled and
pained look that flitted across her face, as she shut up
her pocket book and drew on her glove with careful
hand. Then she stooped over and pulled her skirt to
one side, and gazed piercingly at the mat on the car floor.
Her two next neighbors, both women, did likewise, and
the tall man who hung to the strap moved one of his
feet and then the other very carefully. " Lost something,
lady?" inquired the conductor, as he joined the search, in
company with the small boy across the aisle, and the fat
man, who puffed and blew as he bent over to examine
his portion of the floor space. " There it is," she
shrieked joyfully, "there!" and as the young man with a
red necktie handed back a short pencil stump, the crowd
sighed a sigh of relief, and the conductor retired to com-
mune with himself.
How She Works It. — Some women rush into print
when they can't get a seat on a street car. Others say
mean things or stare a man out of countenance to obtain
this end of comfort. A New York girl has a new
method that she says is superior to all others. " How
do you manage it?" asked an innocent. "Well,"
replied the Harlem maid, "I've discovered that if theie's
anything in the world that a man is particular about, it's
his feet. If it happens to be a neat one, he is prouder of
it than a woman. So when I enter a car I take a posi-
tion near the middle, acquire a strap and survey the
pedal extremities. I select the largest and most unpol-
ished boots in the row, and fix my ej'es on them. I look
at the feet. Then I raise my eyes and scrutinize the face.
Suddenly I put on a surprised expression, as if saying,
'Impossible that such a handsome man should have such
a pair of feet.' I look pityingly at him, as if thinking,
' poor fellow, there must be something the matter — he
may have sprained his ankle or — something.' The vic-
tim can't stand it long. He wriggles and twists; crosses
and uncrosses his feet; looks at them in surprise and dis-
gust, and finally adjourns to the front platform on pre-
tense of smoking. Then's my chance. I drop into the
seat — so — " and the fair creature slumped into her vic-
tim's place and innocence stood up for four miles.
740
^tud.j\ailM2iy-li^ym/
FOREIGN FACTS.
Bergen, in Norvvaj', is undergoing the throes of an
electric railway project.
Tramway employes on the North Edinburgh line get
$4.32 per week for the tirst three months, which is grad-
uall}' raised to $6 after six months service.
Even the much vaunted London omnibusses are not the
safest places in the world, one patron complaining that
three times within the past six months members of his
family have had their purses cut from their garments and
stolen.
Herr Braunsels and Dr. Siemens, of the Deutsche
Reichsbank, spent the last week in October inspecting
the Milwaukee Street Railway plant. The Reichsbank
is said to hold $40,000 000 in Northern Pacific stock.
The Luhrk; Gas Motor is attracting considerable
attention in England. Major-General Hutchinson, of the
all-powerful board of trade, inspected one at Croyden
recently and passed his approval upon it. It is a Ger-
man type and similar to the Conelly.
The double deck car for which the American daily
press calls so loudly is not in favor, during damp weather,
in England. Fully half the Pro Bonos, Abused's, and
Equal Right's communications in the English press call
for something to keep the garden seats dry and habitable.
The Metropolitan Railw^^y system, of Berlin, will
be supplemented by an electric line, the general plans of
which are to be executed by Siemens & Halske. Part
of the new supplementary line will be on a viaduct and
the balance in a tunnel. The cars are to be double truck,
with an electric motor on each truck.
A conduit accident of rare brilliance recently occurred
on the conduit electric line at Buda-Pesth, when a care-
less teamster smashed a carboy of benzine on the slot
rail. The contents poured into the conduit, where
ignition by the current sent up a brilliant and dangerous
flame. Fortunately the benzine lasted less than ten
minutes, and the only damage done was the slight roast-
ing of a passing car.
Lord Kelvin, formally inaugurated the electricity
works recently erected for the corporation of Blackpool,
October 13. The Blackpool tramway built eight jears
ago has now become antiquated and hardly a commercial
success. It will be superseded by some better and more
recent method of operation. The electricity works com-
prehend the entire electrical lighting and power of Black-
pool, which has a sea front of over three miles.
The corporation tramway depot, at Coplawhill, Glas-
gow, Scotland, has had its corner stone laid with due
speech and applause. The private corporation was duly
ridiculed, and the Bellamyesque street car pictured in
glowing colors. It was even hoped by one daring
speaker that some other motor than the horse might be
possibly used at some future date. This is the twenty-
second year of street cars in Glasgow, and really time
that those horses that have attained their majority should
be sent out to grass.
THE VOGAN BROTHERS ADJUSTABLE
VESTIBULE.
IN addition to the illustrations in our last issue, of how
the vestibule platform law in Ohio can be complied
with, and an illustration elsewhere in this number,
we present herewith an engraving of the simple and
inexpensive plan, the design of Vogan Brothers, of the
Vogan Brothers Manufacturing Company, New Cas-
tle, Pa.
It consists of a paneled front w_ith three windows, the
middle one of which is in two frames, the upper of which
slides from the top down; the others are fixed. Two
iron braces extend upwards and outwards from the plat-
THE VOGAN BROTHERS VESTIBULE.
form sill and support -the front, which is carried straight
up and joins the hood, to which it is fastened. A side
protection of canvas or other suitable material affords
protection on either side of the platform, but does not
interfere with passage in and out.
Provision is also made for a signal lamp, to be placed
behind the lower middle window frame, which serves the
two-fold purpose of a signal, and, by its heat, to keep
frost from forming on the window, so as to obscure the
view. The vestibule front is strong and durable, and
quite light, weighing only seventy-five or eighty pounds
complete. The Youngstown, Ohio, road is equipping
with these vestibules, which are attached without much
labor or loss of time.
C. D. Morse & Company, of Millbury, have reason to
be proud of the elegant new cars built by them for, and
recently delivered to, the Worcester, Leicester & Spencer
Electric Railway. The cars have attracted universal
attention, and are compactly and strongly built.
Sydney Shaw, late general manager of the Park City
Street Railway, of 'Parkersburg, W .Va., is fighting a
egal battle for interests he claims in the Cleveland, O.,
lake front, now used by certain railroads. The Shaw
family is wealthy and respected, but as the claim is for
$2,000,000, it is worth a fight.
(^ilQArJr^^Aj^S^ieM^
741
THE SCARRITT CAR SEAT COMPANY.
REVIEW readers will remember, perhaps, a brief
mention made several months ago of the
World's Fair exhibit of the Scarritt Car Seat
Company, of St. Louis. We are able this month to illus-
trate that attractive space.
The space was in the form of a raised platform, roofed
over in the shape of a modern street railway car, hand-
somely decorated and surrounded at the platform with a
series of the trade marks of the numerous steam railroads
using the Scarritt goods.
The collection of seats shown embodied every style
and design of car seats, from the plainest rattan standard
seats for suburban passengers, to the most elegantly
upholstered resting places for the millionaire in his private
car, or that American prince, the traveling man, in his
parlor car.
The Scarritt goods have an international reputation,
going into a dozen foreign countries, besides being exten-
sively employed on American roads.
The street railway line into which the Scarritt Com-
pany is now going, is up to the standard maintained for
SCARRITT company's WORLD'S FAIR EXHIBIT.
its Steam road goods. This is sufficient recommendation,
and the number of street railways using them may vouch
for the rest.
The Lindell Street Railway, of St. Louis, recentlj'
placed an order with the Scarritt Company for the equip-
ment of thirty-eight cars, with the Scarritt adjustable
seat, which is 2~i'/l inches wide over all, with a back 20
inches high, seat cushion 17 inches, and spaced ,^3 inches
between centers.
THE NORTH CHICAGO CAR BARN FIRE.
CHICAGO'S car barn fire record is added to by
the burning of the North Chicago Street Rail-
road Company's barn, at the corner of Racine
avenue and Center street, on the morning of November
9. The building was a two-story brick structure, front-
ing 125 feet on Center street and 100 feet on Racine
avenue. The dense fog which covered the city at that
time made the firemen's rescue work harder and the
flames gained such headway that in spite of a 4-1 1 call
the outer wall only escaped the ravages of the flames.
There were stored in the barn at that time fifteen Conelly
BURNING OF THK NORTH CHICAGO CAR HOUSE.
gas motors, sixteen closed and twenty-two open cars.
The tanks of all the motors but one had been discharged
before bringing them into the barn. No. 13, was the
exception. A careless motorman explored a smell of
escaping gas with a lighted match. A flow of gas was
ignited from the match, an explosion followed and the
car barn was soon on fire. The flames spread with
startling rapidity and the employes were able to save only
six of the motors. The remainder was a total loss, to
the extent of $50,000, fully covered by insurance in
twenty-five companies.
The horse barns immediately opposite the car barn
were saved by the efforts of the firemen.
BROOKLYN'S BIG CHIMNEY.
BROOKLYN City's powerhouse, now building at
Davidson avenue, will have a land mark of a
chimney. It will be 300 feet high and will have
a flue diameter of 17 feet. It will be completed Decem-
ber I, and use 2,000,000 brick in construction. The
famous Glasgow stack is 425 feet high, but only 9 feet
in diameter. The Fall River Iron Works has a 350 foot
1 1 foot flue chimney, costing $40,000, and Frieburg,
Saxony, has a stack 452 J^ feet high, with a diameter of
15.7 feet. It also cost $40,000.
Saxbv's Query To Ingersoll. — This beautiful song
(words and music, regular sheet music size), will be
mailed to anyone enclosing 5 cents in stamps to D. G.
Edwards, general passenger agent, C. H. & D. R. R.,
Cincinnati, O.
<^ft!wd'V\ai\\^u\^^
A TALK ON "SHORT LAP.
WHAT strictly short-lap belting is, was recently
explained to a Review man by the manager
of the Charles Munson Belting Company,
of Chicago, makers of the celebrated " Eagle " brand of
pure oak leather belting.
"You see," said the gentleman, picking up a picture
FIGURE I.
of a large and shapely bovine, "that only so much of the
leather can be cut from a hide, free from flank and
shoulder pieces. Animals vary in size and weight
materially, but the distance from the base of the spine to
point directly over the rear point of the shoulder blade is
no longer on an animal weighing 2,000 pounds, than one
weighing 1,200 pounds of the same age. The leather
can only be cut as I mark here. A, A, which is four feet
and no longer, (see cut No. i). Something over is
gained by stretching, perhaps three or four inches.
" So in buying short-lap belting, see that no piece is
over four feet, four inches long, in all belts from eight
inches wide up to 14 inches; from 16 to 24 inches, not
over four feet two inches long; from 36 to 48 inches, not
over four feet long."
"Now here," showing the auditor a second drawing,
marked No. 2, which is a diagram of the hide, " you
may see not only the length of the short lap, but also that
several inches may be added without going into wrinklj'
surface. This is the reason that the Charles Munson
belting has gained such an enviable reputation for strength
and durability', and has become so generally used in spite
of the lower prices of poorer goods."
The champion World's Fair ticket seller, was A. J.
White, who sold admissions at the Sixty-fourth Alley L
station, and the Fifty-seventh street entrance. White
came within 356 of selling an even million of tickets.
White sold tickets for Barnum's circus and can tell a
"bad" dollar two blocks away, and see clear through a
counterfeit bill. The record is remarkable, considering
that the early months were so poor in attendance.
The Oakland Consolidated Street Railway Company
proposes to give a series of prizes to passengers on their
lines who do the most traveling. These are in the form
of ten rebates, aggregating $200, the highest $60 and
the lowest $4. Each passenger paying his fare will be
presented with a ticket. The person turning in the
largest number of these tickets, January i, 1894, will
receive $60, and the following nine a proportion of the
whole amount.
Anything To Make Time. — A party with satchels,
hailed a cable car. One young lady lingered, whereat
the conductor shouted: "Hurry up!" "But I want to
give my sister a kiss," she replied. " Never mind, get
right in," said the obliging fare collector, " I'll attend to
that for you!"
She's All Right. — The Winchester, Tenn., News
assures us, " Our electric car line between here and
Decherd is still in good health." Glad of it; didn't know
but she might have lost a hood, caught cold, and so got
off her wheel base; or been taken with a bad turn on
some sharp curve.
TE/I PASSENGER TRAINS
DAILY OVER THE
CHICAGO.
ROCK ISLAND 1^^
ANO PACIFIC. Ih
. If you are in a hurry you j
/ want to save all the time pos- i
I sible. Take the
BIG FIVE LIMITED,
that leaves Chicago at 10.00
I P-M.and landKyouatDenuer '
I 7 40 A. M, Iriti.e is nothing
better in this country. Of
I course you want to return
I quick, then take the
f WORLDS FAIR SPECIAL j
/ No. 6. that leaves Denver at
8.10 P. M., and lands you in
I Chicago at 7.46 A. M.
Anything better than that? i
I I guess not.
Remember that the "Great
I Rock island Route" has a
wider range of termini than
' any road out of Chicago.
f JNO. SEBASTIAN, G.T.&P.A.,
CHICAGO.
<^ltcd/J\aiWayJ\ey^
743
PUBLISHtRS AND PROPRIETORS,
269 DEARBORN ST., - - - CHICAGO.
Published on the ISth of each month.
SUBSCRIPTION, -
FOREIGN SUBSCRIPTION,
TWO DOLLARS.
20 SHILLINGS.
Address all Commitnkations and Remittances to The Street Railway Review,
^q Dearborn Street, Chicago.
H. H. WINDSOH. F. S. KE NFIEL D,
Editor. BusineBs Manager.
CORRESPONOENCe.
We cordially iavitc correspondence on all subjects of interest to those engaped
in any brancti of Street R.iilvvay work, and will gratefully appreciate any m.irked
copies of papers or news Items our street railway friends may send us, pertaining
either to companies or otficers. Address:
THE STRiiET RAILWAY REVIEW,
269 Dearborn Street, Chicago
Entered at the Post Office at Chicago as Second Class Matter.
This paper member Chicago Publishers' Association.
VOL. 3.
DECEMBER 15, 1893.
NO. 12
The 8TBEET RAILWAY KRVIEW has opened an eastern
office at ICoont 14 Xo. I8« Cilierty street, Xew York City, where
ourrepresentatiTe Yvill aln'ays be glad to n'elcome our readers.
THE opening of the new Third avenue cable line
gives New York City another important rapid
transit system. The event passed off pleasantly and suc-
cessfully, and the S3'stem is working nicely and carrying
a big business.
A CORONER'S jury in San Francisco properly cen-
sured the company for allowing a passenger to sit
on the front dash rail with his legs hanging over. Rid-
ing under such circumstances is always dangerous, and
should never be permitted on any line, even to the extent
of ejecting a passenger who insists on doing so. The
fact that a car is crowded, as was the one in question,
coming from a park, should make no difference in the
enforcement of this rule.
IN a general way, I would state that in my opinion, a
summer resort, properly conducted, keeping in mind
the wants and tastes of each particular locality, is sure to be
a profitable source of revenue to an electric railway." So
writes the manager of an electric line in the East, under
whose progressive ideas his company have expended an
hundred thousand dollars in the purchase of land and
making it attractive to rich and poor alike. What the
measure of success that has followed this enterprise, can
be best appreciated in our description this month of the
Lowell, (Mass.) suburban railway.
NOW that inventors are offering life-saving fenders,
the result of experiments covering quite a period,
and the roads are beginning to adopt them, the metro-
politan press are wearing in their hat the goose quills
with which they were wont to write sensational articles
of the jugernaut variety, and fondly imagine the new
departure is all of their creating.
ONE road in this state, and a well managed one, too,
commencing with the first of the year, will set
aside every month a sum equal to one-twelfth the annual
premium heretofore paid an accident insurance company.
From this account accident claims will be paid, and anj'
surplus at the end of the year is to be divided among the
conductors and drivers. The plan is not without merit,
and certainly in the long run, if not in each individual
year, ought to prove a success.
TO all the accumulator traction interests of the world,
the name of the late Anthony Reckenzaun was a
household word. A scientist in the best sense of the
word, he worked forward towards the end in view, heed-
less of anything but the steps of progress. As a prac-
tical engineer his work was no less meritorious, and
although perhaps not known now to the rank and file, his
contributions to the literature of electric traction will
become his best known literary efforts.
OUR readers will recall our mention, a year ago, of
the hot-riveted rail joints, put in experimentally by
C. W. Wasson, electrical engineer of the Cleveland Elec-
tric Railway. One thousand feet of track was so jointed,
and has now been in use eighteen months. Mr. Wasson
writes us the track is in line and joints are imperceptible.
The traffic on the line has been light — fifteen minutes
headway — but the present winter will complete two sum-
mers and two winters of use, when a careful inspection
will be made of every joint, and some interesting data
may be expected.
THE every day use of 500 volt circuits around car
barns, seems to breed a contempt for what little
danger there is in them, and from the carelessness
shown sometimes in barn and car wiring, it is strange
that there are not more mj'sterious car barn fires. The
stand the Review has taken, as the champion of railway
current for general light and power purposes, is well
known, and we wish to again emphasize the fact that a
500 volt grounded circuit is as safe as any, if properly
installed. At the same time it is decidedly dangerous if
cai-elessly handled, and while the very fevv fires that have
been caused by it is a powerful argument for the safety
of such circuits, there are plenty of companies in the
United States that ought to overhaul their barn and car
wiring, if the}' expect to avoid fire losses.
AN interesting and unusual case is reported this month
in our digest of recent legal decisions, where a
ladder truck of a fire department collided with a horse car,
causing one of the firemen to lose his leg. The decision
was that although the fireman was riding in an unusual
r44
(^^Kc^tlfyailM^j^ylW*
and dangerous position, the circumstances of his work
was a bar to the claim of the defense, that he was not in
the exercise of due care. The moral is that wlien any
vehicle of the tire department is answering an alarm call,
the driver of any kind of street car should use the greatest
possible care, and unless the car occupies a position in
the street where it would impede the progress of the
department, the car should be immediatel}- brought to a
stop until the department has passed. Man}' roads have
a rule to this effect, and all should have.
THE last quarterly report of Brooklyn Heights Rail-
road Company, discloses the interesting fact that
in the matter of causalties to persons, and including even
the most trivial, that the ratio is one accident to every
7,870 horse car miles, as against one to every 11,262
electric car miles. In this case at least, the record con-
clusively proves what we have always maintained, that
horse cars are really attended with a greater number
of causalties than either cable or electric. In the instance
above cited, there is a difference of forty per cent, in favor
of the electrics; and all this in the city where there has
been more written about the deadly trolley, than in all the
other cities of the country combined. It may be an
unkind addition for us to state that the electric lines in
question, with one exception, have only been changed to
electricity within the last three or four months, and when
the men become more familiar — but we refrain.
A GLANCE any month at our record of patents
issued on devices for street railway purposes, will
show the large number of inventions which are con-
stantly being taken out in this business. Of course,
many are simply precautionary, and of which patentees
never expect to make any radical use. Some are fool-
inventions of the first water, but comparing the records
with a few years ago, it will be quite apparent that the
proportion of useless and impossible, and thoroughh'
impracticable ideas is growing smaller; and that a con-
stantly larger number of inventions are made by men,
actually engaged in street railway work, and whose pro-
duct is not the creation of a burning desire to " invent
something," but the result of an earnest, intelligently
guided purpose to improve or meet an actual need.
The old guard of grocery and dry goods clerk street
railway inventors is happily on the wane. After all a
patent is a very delusive affair, and like men's days they
are full of troubles and law suits.
THE attempt to vestibule the driver's platform is by no
means as recent an idea as many suppose. When
the Kansas City cable was opened several years ao-o,
the grip cars were built with glass inclosure but
abandoned after two year's trial, and Robert Gillam,
who designed these cars, says no satisfactory protection
has as yet been devised. The experience in Kansas City
was that when the cold became severe and the protection
most needed, a thick coating of frost formed on the glass
and the gripmen could not see their track. They would
then open the window and the intense blast which poured
through the car, carried more severe cold than when the
entire car was open. Ten of these old cars are in the
barns now, the others having been rebuilt into open grip
cars. The officials of all the lines in that city agree'that the
best remedy is for the gripman to dress warmly. Heavy
gloves, a fur coat and warm cap, and possibly a knit hood,
worn under the cap, and which covers the face, ears and
neck, exposing only the eyes, such as is worn on some
roads, would readily seem to make the driver better
protected than it is possible for the conductor to be, as his
duties preclude his wearing as heavy clothing.
THE attention of our readers is in\'ited to the index to
Volume III, published in this issue, and which this
number completes. It not only demonstrates the very
exhaustive manner in which the multitude of subjects,
all relating to street railway interests, has been handled
by this magazine, but reveals the magnitude of the street
railway industry. That S08 pages of reading matter are
possibfe within the limits of twelve months is something
of an indication of the great range and diversity of topics
which have grown into the life of street railway manage-
ment, and go to show that what was once considered a
thorough knowledge of the business is no longer true, but
that the railway man who would keep abreast of the
splendid advance in street railway development, must
constantly apply himself to the mastery of new principles
and know how to adapt new methods to all systems.
Even in twelve months many radical changes have been
brought about, and are constantly making, while the pos-
sibilities of revenue from other than passenger hauling
alone, are becoming better established every month.
What will be developed in 1804 affords a pleasant anti-
cipation, and no one for a moment but supposes that
some great strides will be made, and a year hence we
shall look back on December, 1893, as a way-back
number.
AS we have frequent]}' suggested, no manager is fully
alive to his duties, or entitled to that coveted
title — "a progressive manager," who does not avail him-
self of every possible, practical means of increasing the
earnings of his road. We have demonstrated frequently,
what roads are doing in the sale of power for driving
motors for all sorts of work; of what intelligently managed
pleasure resorts have contributed; of how special attrac-
tions, in the way of band concerts and other entertainments,
have filled cars, which would otherwise have run empty.
We have constantly urged an express and light freight
service, wherever there is an opening for the business,
and funeral cars are not to be omitted in not a few locali-
ties; while the transporting of the mails has brought
profit to many roads and effected a great saving in time
to the public. To the above list it is now proper to add
sprinkling cars, as the results both in superior service
and profitable revenue, on several roads which made it
a business last season, fully demonstrate its possibilities.
Any company operating by electric or cable power, and
(^kcctJ^ailM^if^Vm/
even horse roads can undertake the service of sprinkling
the streets covered by its lines, at a price considerably
below what it is possible to do the work for by the old
method, and still have a handsome profit at the end of the
season; — to say nothing of the indirect advantages of
induced riding, by reason of the freedom from dust.
IF the first three days in December set the style for the
three winter months, as people used to believe, there
is a bus)' season of fighting snow in prospect for northern
managers. In Chicago these days were full of storm
and wind and snow. The unusual absence of rain dur-
ing the summer and fall, which characterized many por-
tions of the country, would seem to confirm the expecta-
tion of many railway men, that there will be abundant
use for all the snow plowing apparatus already owned,
and in many cases will require considerable addition to
this department of equipment. With many there is a strong
inclination to try and get through another winter without
investing what seems a good deal of money in equip-
ment, which may not be used more than a few times;
but on the other hand the interest on the investment is a
mere trifle compared with the saving in labor expense
during a single hard storm. Even if not used at all there
can be no cause for regret, just as one renews his fire
insurance and is glad his last premium brought no
returns in kind. There is no economj- in bucking heavy
snow with light apparatus, and where mechanical power
is used, no excuse for doing so. Above all, there should
be suHicient equipment to enable the crews to get over
the lines frequently, and the work should commence as
soon as snow begins to fall. There is everything in
keeping the upper hand of a snow storm, for once let it
get the start one is literally as well as metaphorically
snowed under.
OUT of all the dust and noise which have been raised
by sensational daily papers, in which ignorance
and unfairness have had unrestricted freedom, it is really
refreshing to find one metropolitan journal which is
honest enough to tell the truth and face the question
fairly. That paper is the Baltimore American, and its
recent editorial on rapid transit will not only be endorsed
by managers, but could with propriety be copied in
the local papers wherever rapid transit is operating or
proposed. The American says :
With the introduction of rapid transit the liability to accident is neces-
sarily increased, and they are likely to occur oftener and to be more
serious than under the old system, no matter how careful the street rail-
way companies are. This is not an excuse for carelessness.
On the contrary, it furnishes the strongest reason for vigilance and
the adoption of every precaution that tends to prevent accidents; but in
order to secure the utmost immunity from accidents the public must
recognize that there are always two parties to an accident — the car which
inflicts the injury and the victim who is injured, and that no matter how
careful those may be that have charge of the car, they are very nearly
powerless if the person hurt is reckless and neglects the commonest pre-
cautions against an accident. In other words, the responsibility is a
double one. The railway company is bound to do all in its power to
prevent injury to a citizen, and the latter is morally bound to second the
eflbrtfi of the company by not rushing heedlessly into positions which
make accidents almost a certainty.
It is A situation which has come upon the people suddenly, and for
which they are not adequately prepared. Ra]>id transit is a necessity,
and is here to stay, and it is, therefore, incumbent on the people to pre-
pare properly for the new order of things, and to do this there must be a
certain amount of education. The companies will naturally take pre-
cautions to avoid accidents because of the heavy liabilities they incur
through carelessness, which the courts are always prepared to enforce,
and the public should second them in their efforts. With proper care
on the part of both accidents ought to be well nigh impossible.
The same article also suggests that teachers in the
public schools periodically caution the children as to
avoiding cars and other vehicles when crossing streets.
UNLESS present plans are changed, the Metropolitan
Elevated Road, now nearing completion in the West
Division, this city, will be operated by electricity,
and. so operated will be the largest system of
the kind in the world, the ne.\t in magnitude being
the Liverpool, England, road. The operation of the
Intramural, at the World's Fair, abundantly demonstrated
the advantages to the public of electric haulage, and that
the system is mechanically a practical success. Motors,
whose normal load was four or five cars, as rapidly and
swiftly hauled eight cars filled to their utmost capacity.
The advantages to the structure itself, of getting rid of
one-half the weight required in a steam locomotive is self
evident; and the freedom from gas, smoke, and the delay
each trip for coaling and taking water were all appre-
ciated. Mechanically and electrically the demonstration
was all that could be wished. What street railway men
and engineers would like to know is: "What is the ope-
rating expense?" This is known only in the secret
archives of the General Electric Company, and is as relig-
iously guarded as the interior of a Keeley motor. If the
operating cost per car mile compares favorably with that
of steam locomotive hauling, there certainly can be no
objection to giving out the figures; and even if the bal-
ance is against electricity more good will come from a
knowledge of. the fact, as electric haulage of this type is
in its infancy, and it is to be expected, that with experience
already and to be gained, that difficulty can be overcome,
just as other and harder problems have been solved by
the score. The General Electric have been so prolific in its
statements and illustrations of every possible item of inter-
est regarding the Intramural from the day the first post
was set until now, that it certainly is due the electrical and
railroad fraternity to know that which is most important
of all — viz. : operating expenses. Readings, tests and
records of the most complete character were taken by one
of the company's experts covering the entire month of
October, but all inquiries or requests for this information
fail to elicit even the faintest inkling. For all of which
there must be some reason. What is it?
On November i8th the New York State Commission
successfully ran a canal propellor by electricity. Cur-
rent was obtained from the Rochester railway power
plant. Two ordinary trolley poles were used and two
2S-horse-power motors direct connected to the propellor
shaft. The total cost of the experiment was $5,000.
Engineers Chessrown of the Westinghouse, and engineer
Charles R. Barnes, of Rochester, together with F. W.
Hawley, of the Niagara Falls people were principals.
r4G
(^tiect J\ailWxi^li^evic\/
YOUNGSTOWN STREET RAILWAY.
o
NE of the most marvelous growths in the street
raihva_v field is that enjoyedby the Youngstown,
O., Street Railway Company, since the spring
of 1892. In May of that year the road was running
twelve motor cars and had *]% miles of track. It had no
machine-shop, winding or supply
rooms, and all repairs had to be
done outside. To-day it is running
thirty motor cars over fifteen miles
of track and repair facilities are
very complete. On investigation
it will be found that the season of
prosperity, extension and improve-
ment, began with the coming of F.
Wayland Brown, as general man-
ager.
Mr. Brown is a self-made man of 26, and although
young in years has passed through enough experience for
a man of 40. Since leaving home at the age of twelve
F VV. BROWN.
DUILDINGS.
The building is three-story brick with stone trimmings.
The main floor is lOO by 270 and contains: waiting room
15 by 15; employes room equipped with lockers 15 b}' 30;
car house 100 by 150, equipped with transfer table, wash
rack, etc.; store room 10 by 45; engine room 42 by 120;
boiler room 42 by 50; shop 58 by 70; armature room
12 by 22. The second and third floors of the building
are 100 feet wide by 150 feet deep. On the second floor
are situated the main offices of the company, consisting
of general office, office of cashier and book-keeper, and
the private office of the general manager. The third
floor is rented from time to time for dances, church fairs,
etc. In the
POWER PLANT
are three Corliss engines of 350 horse-power each, one of
which was manufactured by the Hoover, Owens & Rent-
schler Company, of Hamilton. Ohio. To each of these
engines are belted two Edison loo-kilowatt machines, hav-
ing a capacity of 200 amperes each.
In the boiler room stand two Hazleton tripod boilers
CURVE AT TOP OF TEN AND ONE-HALF I'ER CENT GRADE.
THE YOUNG.STOWN POWER STATION.
he has received no financial help. The college education
he earned for himself had to be abandoned before com-
pletion on account of weak eyes. Going into the dr}'
goods business he remained there for three years, the last
one serving as buyer for the A. M. Church Company,
Troy. Two and a half years was spent on the road and
he then bought out the Osborn Manufacturing Company,
Cleveland, O., makers of foundry supplies, with which
concern he had wonderful success. While with this he
also managed the Huron Rubber Company, and also
became interested in the horse road, at Lorain, O. In
May, 1893, he accepted the earnest invitation of the
directors at Youngstown and took charge of that road.
The labor involved in obtaining franchises and making
improvements while at the same time tripling the plant
will be appreciated only by those who have been
through it.
of 500 horse-power each, encased in brick stacks 96 feet
high. These boilers are fed by the Roney mechanical
stokers, and coal is fed to them by Harrison coal eleva-
tors and conveyors, which apparatus also removes ashes
from the ash pit imder the grate bars, In connection
with these boilers is operated a Warren Webster vacuum
feed water heater and purifier, which relieves the engines
of all back pressure, purifies the water and feeds it to the
pumps at an average temperature of 20S degrees Fahren-
heit. Pumps have brass plimgers, rods and jackets, and
pump hot water with excellent success. The two pumps
have 10 inch stroke, with water cylinder i2 inches in
diameter and steam cylinder 6 inches in diameter.
The shop is equipped with geared hoists for hoisting
car bodies as shown in engraving, and a Harrington
(^ticetli\aUwiiy J^Vm/
chain hoist attached to a swinging crane for handling
armatures, motor casings, etc. There is also a special
lathe, manufactured by PrentiCe Brothers, of Worcester,
Mass., which lathe has 24-inch swing and a 16-foot
bed, double back geared head and gives twelve even
changes of speed to the spindle. A 32-inch drill press,
manufactured by the same concern, and a Gould & Eber-
hardt shaper and planer, a grinder with three emery
wheels, and brick forge equipped with Sturtevant blower
and tuyere, all of which are operated b}' a lo-horse-power
motor, belted to the main shaft running through the center
of the shop, are also in use. With the aid of these
machines the)' do practically all their own repair work.
The power machines, of course, are supplemented by
a full and complete assortment of small tools and hand
tools.
In connection with the armature room is a large brick
pit, with heavy sheet iron covers, the bottom and sides of
which are lined with steam pipes, and in the center of
Ties are spaced to three-foot centers, and are all white
oak, 5 inches by 7 inches by 7 feet, except joint ties,
which are 6 inches by 10 inches bj' 7 feet. Poles are
extra heavy 3, 4 and 5-inch iron pipe.
The overhead construction used is about half Chris-
tie material, manufactured by The Cleveland Con-
struction Company, and the remaining half is nearlj* all
the latest type of line material manufactured by the
Ansonia Electric Company, with also about two miles of
Railway Equipment Company overhead material.
THE CAR EQUIPMENT.
numbers in all forty cars, thirty-two of which are
closed 16-foot bodies, and eight of which are 7-seat
open cars. The closed cars were made as follows: si.x
by the Gilbert Car Manufacturing Company, Troy, N. Y.;
three by The American Car Company, St. Louis, Mo.;
thirteen by the New Castle Car Manufacturing Company,
New Castle, Pa. The eight open cars are also manu-
. KXE IN RFI'AIR SHOP.
BOILERS AND MECHANICAL STOKERS.
which run two tracks for the support of the ends of
armatures shafts, which has proven a most efficient dry
box for drying out armatures, commutators, etc. Lead-
ing to this is an overhead track made of angle iron, on
which runs a chain hoist, so that armatures can be handled
readily to and from the armature room to the drying pit.
In the rear part of the third floor of the building is a
small carpenter shop and paint shop, where is done all of
the repairs on building, car bodies, etc. The entire
building is heated with the Williames vacuum system of
steam heating, in which a small pump, 4}^ by 6 by 8,
sucks the exhaust steam from the engines through 21,000
feel of pipe, for heating purposes, which heats the build-
ing in the coldest weather, and relieves the annoyance of
steam hammering in the pipes.
TRACK AND LINE CONSTRUCTION.
There is in all fifteen miles of track, comprising grades
ranging from 2^ to iO]4 per cent, all within the city
limits. Most of the track work is 70-]iound Johnson
girder rail using braced and plained tie plates alternately.
factured by the New Castle Car Manufacturing Company.
Six Taylor trucks are mounted with Sprague Number
6 motors; sixteen McGuire 19 F. trucks are mounted
with Sperry S. W. 10 motors; ten McGuire Columbian
trucks mounted with Sperry S. W. 12 motors, and the
eight trucks under the open cars were manufactured by
The Dorner & Dutton Manufacturing Company, of
Cleveland, Ohio. The regular number of motor cars on
the line is thirty. The emergency outfit consists of one
electric sweeper and one line wagon.
The West End street railway, of Boston, carried 14S,-
068,370 passengers for the year ending June 30, 1893.
During this time one passenger was killed, nineteen other
persons were fatally injured. Of five steam roads the
total passenger traffic was 91,077,130. They report 362
fatal injuries. These steam roads injured 1,470 people.
The West End hurt 310. The steam roads ran 18,864,-
235 car miles and the West End 18,669,809. We sub-
mit the case without comment.
748
(i) tieetj\mWiiy l^y^
MANUFACTURE OF ELECTRIC RAILWAY
APPARATUS IN ENGLAND.
ONPZ of the most prominent electrical manufuc-
turies of Europe is the English company now
known as the Electric Construction Corpora-
tion, Limited, whose works are situated at Wolverhamp-
ton, England, and which is the successor of what was
formerly Elwell-Parker, Limited. In view of the
rapidly increasing interest in
Europe, in electric traction, a
sketch of this establishment will
be interesting.
These works are complete in
every detail, with complete lab-
ratories for the various depart-
ments of research. The test-
ing room containing the most
approved and delicate machin-
ery. Dining rooms and kitch- t. parker.
ens for four hundred em-
ployes, male and female, are provided for those living at
a distance from the works.
The power st.ition and generating plant here is parti-
and in corsmon with all the rest of the building the^' are
driven by motors from current, from the main plant.
The shafting runs at 120 revolutions.
The motors used are of uniform size throughout the
works. Wherever they are wanted, they are placed on
the concrete floor, lined and levelled, they are then,
when connected to the mains, ready for work. No foun-
dation is required, and the motors are not bolted down.
The sj'stem is simplicity itself. As soon as a shaft gets
too long, or is too heavily loaded for one motor to drive
it conveniently, another is put down and belted to it.
While upon the subject of line shafting, we may say that
it is all lyi inches diameter, running in long swiveling cast-
iron bearings, lubricated with an oil needle lubricator in
the center of each bearing, and one Stauffer solid oil cup
near each end. The pulleys all have perforated
wrought-iron rims. This description of the shafting ap-
plies throughout the works. A second line of shafting is
placed below the main line, in the "erecting shop, to drive
various machines for working sheet-iron, in a side-bay,
without countershafts.
It goes without saying, that the shops are'provided
with the most modern tools and appliances, and ample
storage and supply rooms. The machine shop is also
ERECTING AND MACHINE SHOPS ELWELL-PARKER FACTORIES.
cularly interesting, containing four Babcock-Wilcox
boilers, Worthlington pumps, and Green economizers.
The engine room contains a pair of Robey & Com-
pany horizontal compound non-condensing engines with
one fly wheel between them. The cylinders are i3j^
b}- 21)4 inches, by 30 inch stroke. By belt and coun-
ter-shaft a shunt wound dynamo is driven with an output
of 800 ampers at no volts, which supplies power to the
works. A reserve engine is also in readiness, and a
Fowler engine is used on the arc light dynamo. We
show a view of the first bay in the erecting shops,
where the smaller machines are assembled. Electric
cranes are everywhere present, to assist in heavy lifting,
provided with two traveling cranes, one electric and the
other run by hand power.
The pattern shops and iron foundry are all complete
of their kind, well lighted by large skylights. The
foundry is provided with travelers of ten and five tons
capacity, one for the heavy and one for the light work.
Summarizing the electrical driving of the works, which is
the most remarkable part of the factory, we find 21 mo-
tors in use, all told; 12 of these drive line shafting, of
which there is 1,500 feet. From these shafts 114 ma-
chine tools are driven .
The Electrical Construction Corporation has filled
several remarkable railway contracts, notably the Liver-
(^lAed.j\aiWa^9^yievV*
749
pool overhead railroad heretofore described in this maga-
zine, and the Staffordshire electric railway of the trolley
order, a description of which has likewise appeared on
these pages, and a late contract is for a conduit system of
underground trolley, which is to be instituted at Madras,
India. Besides this, tramway work for other places in
England and Australia has made the company pioneers
in European electric traction.
• The inventor of the company's special electric appar-
atus is Thomas Parker, whose portrait is presented
herewith.
Thomas Parker was born of humble parentage, at
Lincoln Hill, near the village of Coalbrookdale, Shrop-
shire, England, in 1843. At the age of nine years he
went with his father into the shops at Coalbrookdale as
a moulder, in which hard and unremitting labor he con-
tinued eight or nine years. All his education, meanwhile,
was picked up at odd moments. At that time the possi-
bilities for education were not great for those well-to-do,
and for the poor, there was absolutely nothing. Natur-
ally of a bright mind, however, and the night schools and
the few books and papers that he was able to get hold of.
laid the foundations for his later technical knowledge.
About 1861, Mr. Parker left Coalbrookdale for Birm-
ingham, and thence to the potteries, subsequently fo
Manchester, where the means of obtaining an educa-
tion were then more plentiful. Electricit}' was at that
time, 1864, being recognized as having a future, and
to it Mr. Parker was attracted. His first electrical educa-
tion was in the form of popular lectures by Sir Henr}',
EI.WELL-PARKER DYNAMO.
then Professor Roscoe. These advantages were sup-
plemented on his removal to Birmingham, by a course
of study at the Midland Institute. Thus equipped,
both practically and theoretically, he returned to Coal-
brool^ale to become associated with his former employer,
but in the capacity of expert machinist. During his
seven years in this capacity, Mr. Parker devised several
valuable, remunerative inventions, among others, the
Parker-Weston steam pump. Mindful of his own early
struggles, Mr. Parker became an enthusiastic laborer in
the field of popular education, giving, many lectures in
the neighborliood.
Meeting with Bedford Elwell, a manufacturer, Mr.
Parker formed a partnership that has made both names
well known to American and European electricians.
This was ten years ago, and the corporation employed
three men and a boy, including Mr. Parker. From this
SOUTH STAFFORDSHIRE LINE.
small begining the present corporation, with a paid up
capital of $2,500,000, has sprung. ' The thousand
employes, and the magnificent works spreading over an
area of twentj'-five acres, and a world-wide reputation, is
another result.
This story, told of a new country, where development
is faster, would attract wide spread notice; but spoken
of a land which is thought to be over crowded with
industry, and where competition and class distinctions
are hard and close, it is a wonderful monument to the
credit of Mr. Parker's splendid mind, executive ability
and foresight.
THE ROMBAUER HAND STRAP.
THIS strap, which is the invention of E. E. Rom-
bauer, of the Scarritt Furniture Companj^, St.
Louis, serves the double purpose of an advertising
medium and a great comfort to the "standing army"
during the rush hours. It is in reality two straps fastened
together in the shape of a letter V The old hand strap
'is one of the horse car relics that has proved " entirely
inade([uate with the mechanical traction of the present
day," especially when the motorman is making an emer-
gency stop, or starting without waiting to count five, after
each stop on the controller.
A MAN named Bazc/.kowskiyz was injured in a Chi-
cago street car accident. It is a good thing for the news-
papers that none of the rest of the family were hurt.
Think of reading proof on that name four or five times!
(^lAictl^(aiWci^j^Vi<^
THE EUPHRAT FENDER.
THE fender illustrated herewith is attracting consid-
erable attention in New York at present, because
of the fact that there are such good prospects that
it will be adopted on the Broadway cable line. It is
very simple, as a glance will show. It is made in two
styles. As tried in New. York, it is left down all the
TRANSPORTATION FOR THE BUSINESS
DISTRICT, CHICAGO, BY MEANS OF
MOVABLE SIDEWALKS.
time, clearing the ground by about three inches. When
an object strikes the fender, it springs down and almost
touches the ground, the weight being carried on the little
wheels. It is thus in practical effect, as good as a fender
running very close to the pavement, while never hitting
it when the car rocks. The other style of fender is of
the same form, the only difference being that it is held
up close under the platform. The side frame is of
springs, as on the other form, so that when released it
will spring down close to the ground. This releasing is
done in two ways, either by a treadle pressed by the
motorman, or by a person striking the lower edge of the
dash. A strip running around in front of the dashboard
is attached to the releasing mechanism in such a way that
a very slight pressure will let the fender down. The
frame, as was said, is of spring steel and the netting of
wire. This is apparently a very practical and efficient
form of fender.
THE multiplication of sky scrapers in Chicago, which
contain three to five times as many persons as are
alloted to the same ground space in other cities,
and the remarkable growth and business activity', have
combined to make the streets in the business district fear-
fully congested. Unless speedy relief is afforded, one will
soon be able to go out four miles toward the suburbs in
same time required to traverse as many blocks in the
congested district. While the surface cars occupy almost
every street, their progress is slow, and getting slower
every month; the elevateds have not succeeded in invad-
the territory, and are not likely to. The street car com-
panies would save many thousands every year if they
could terminate at the border of the congested district
(about one mile square), but under present conditions are
forced to loop in the very heart of it.
Realizing present and future needs, there has just
organized the Central Construction Company, in which
many of the wealthiest men in the city are stockholders :
men whose names have national reputation. The pur-
pose is to construct a series of loops connecting all depots
and prominent buildings, using the movable sidewalk
system which was so successful at the World's Fair, and
erecting the moving platforms on neat posts at the curb.
While the company is not sufficiently advanced in its
plans to warrant the publication of details either of
intentions or construction, it may be said that the draw-
ings are all under preparation, and as far as completed
show a very ornamental and simple structure, which can-
not raise any possible objection in the mind of any
reasonable man. The proposed construction does not in
the slightest interfere with light or passage, and will be
noiseless in operation, using electricity as motive power.
It is, we believe, the intention to have a very low fare,
and for that reason alone, it is to be hoped the enter-
prise may be in operation at the earliest possible moment.
The saving in time to business men and shoppers, not to
say the convenience to strangers, who desire to transfer
from one depot to another, and suburbanites who must
use the steam roads every day, will be incalculable.
It has been a matter of great surprise that no com-
petitive tests were made on the boilers at the World's
Fair. As no appropriation was made for the purpose,
the jury of awards invited the exhibiting companies to
have competitive tests made at their own expense. We
understand that the Stirling Company was the only one
in the main boiler room offering to have the tests made
under these conditions. The Stirling Company's claims
were broad, and were borne out by the inspection the
judges made of numerous working plants, both in and
out of Chicago, hence the award.
The government of India has approved the scheme
for a steam tramway at Howrah.
(^ licet j\ailwa^ li^yiev/
THE LAKE ROLAND ELEVATED.
751
THE Lake Roland Elevated Railway Company
was formed in June 1892, by the consolidation of
the North Avenue Railway Company and the
Baltimore, Hampden and Lake Roland Company.
Before speaking of the company's history in detail, let us
take a spin over the system. We take a car at the city
hall, and in a moment are whirling up from the street
grade to the top of the elevated structure. Below is the
bed of North street crowded by ever shifting cars of the
Northern Central Railway, making street railway travel
at grade impossible, and giving the raison d'etre of the
elevated road. Our course is north for one and a half
miles to North avenue, however, our elevated ride is only
three-fourths of a mile. Reaching North avenue we go
westward a half mile to Oak street. Again our general
course is north, for the objective point is Lake Roland,
a picturesque body of
water more than six r
miles north from the
city hall. The lake
is one of the sources
of the city's water sup-
pl}', formed by dam-
ming Jones's Falls.
We are in the annexed
district of the city, and
the speed may be in-
creased to fif een miles
an hour, on the eleva-
ted structure. Our
route is north on Oak
street, west on Twen-
ty-third street, north
on Hampden avenue,
w est on Twenty-fourth
s-trviet and northwest
on Amos alley, which
is private property, to
the Quarry or Stony
Run \iaduct, and we
avenue. The viaduct
POWER AND CAR HOUSES
have traveled a mile from North
stretches 660 feet across a rug-
ged valley. Leaping and dashing over the rocks,
more than fifty feet below us, is Stony Run. Several
hundred yards down the valley to the westward is the
power station of the railway company at the juncture of
Stony Run and Jones's Falls. Further west beyond
Jones's Falls can be seen the beauties of Druid Hill Park,
Baltimore's beautiful outing place of 700 acres. We
have reached suburban Baltimore where fine drives,
beautiful landscapes, ideal hills and valleys for elegant
homes abound. Our route is upward as well as onward
and as we spin into Roland Park along Roland avenue,
120 feet wide, we are 400 feet above tide level in Balti-
more harbor, five miles away. We can see the hill tops
for miles around gli.stening in the sunlight, the air is
fresh and invigorating.
ROLAND PARK.
The building of the railway went hand in hand with
the development of Roland Park. The Jarvis-Conklin
Company, of Kansas City, while seeking mvestment for
English capital bought 450 acres of ground on this
plateau, and began to improve 120 acres of it in Septem-
ber, 1891. A model city of suburban homes was planned,
from 300 to 500 men were employed for a year in
executing the work, gravel roads or avenues were made
and rolled to form park drives, asphalt sidewalks were
laid, and 3,000 trees were added to forest trees on the
premises. An underground sevver system was con-
structed. Roland spring, with a flow of 50,000 gallons
of water a day, furnished a supply, of excellent water.
On the premises a pump operated by electric motor
forces the water into a stand pipe 20 feet in diameter,
and 70 feet high with
a capacity of 165,000
gallons. An observa-
tory crowns the water
tower giving an alti-
tude of 465 feet above
tide water. Thirteen
months ago the Rol-
and Park Company
began to sell improved
lots. Safeguards were
thrown around the
sales looking to the
maintainance of the
artistic and aesthetic o^
the Park, on which
hundreds of thou-
sands of dollars had
been spent. About
sixty fine cottages, val-
ued at more than a
quarter million of dol-
lars, have been erect-
ed, and others are being built. As this plan developed
the projectors sought a means of giving residents of
Roland Park rapid transit facilities to and from the
center of the city.
The Jarvis-Conklin Mortgage Trust Company then
obtained control of the railway companies, which were
merged into the Lake Roland Elevated Railway Com-
pany, and the lines constructed over the routes just
described. While the work of construction was in
progress an extension from Roland Park was projected
northward two miles on Roland avenue and through
private property to Lakeside Park, a pleasant resort,
fitted up by persons interested in the success of the
Roland Park and railway enterprises.
- Lakeside Park is the northern terminus of the rail-
way at the south end of Lake Roland. It is six and a
half miles in an air line from the city hall. The park
52
(^kcd/lJ\cuWxiv9^yicv/
contains sixteen acres of woodland cleared of underbrush,
and stretches along the backbone and sloping sides of a
ridge 400 feet above tide water. Running off abruptly
to the northwest, the ridge sinks into the waters of Lake
Roland. Although, small in area, the surface of the
park is so varied that it presents many picturesque nooks.
A small stream dashes over the rocks at the foot of the
hill and from the precipitous boulders, on the opposite
side, bursts a stream of excellent water, flowing 15,000
gallons a day. An electric pump forces the water to the
hilltop for domestic purposes and to run a number of
fountains. From the, railway loop a cinder path ascends
to the top of the ridge. Midway in the park is a pavi-
lion 50 by 100 feet. The first floor is used as a
restaurant, and the second floor for dancing. A
number of amusements are provided at the park during
the summer. The breast of the Lake Roland dam is
near Lakeside park, and the beautiful lake rests in a
winding valley a mile long and from an eighth to a
quarter of a mile wide. The surrounding country is rich
in natural scenery.
The railwaj- to Lakeside Park was opened for regular
business July 2, 1893, and blazed with popular success
immediately. The facilities of the company were ta.xed
to accommodate the crowds, and from 25,000 to 35,000
persons were frequently carried in a day.
The vicinity of Walbrook, which is tapped by the west-
ern branch of the Lake Roland Elevated Railway, is also
a high and beautiful suburb of Baltimore, abounding in
magniflcent hills and fine cottages.
The North Avenue Railway Company operated the
first trolley road in Baltimore. An electric car was
started by the company on April 16, 1890, on North
avenue, to run 8,800 feet. The road was an experiment,
and its development into the Lake Roland Railway of
to-day was not anticipated. The equipment was one car,
which is now in dail}' use, and iS an object of interest as
the first trolley car in Baltimore. The North avenue exten-
ded its line several times and eventually became what is
now the Walbrook branch of the Lake Roland system.
To reach the center of the city a route was selected,
part of which included the elevated structure, three-
fourths of a mile long, ascending to street grade just
north of the city hall, and was the first structure of the
kind erected in the county for electrical operation.
The company had a long and bitter fight to accom-
plish this design. It was pelted with injunctions, pil-
loried on public opinion, and a batch of law suits seemed
to await it in every block of the proposed route. City
council and state legislature had to pass upon the scheme,
and truces had to be patched up with other railway com-
panies occupying short stretches of North avenue. In
the midst of this sea of suits the projectors of Roland
Park took hold of the struggling company, re-organized as
the Lake Roland Elevated Railway Company, and ener-
getically carried the work to completion. The line was
opened from Roland Park to Oak street and North
avenue, April 23, and to the city hall. May 6, 1893. The
Lakeside Park extension was opened July 2.
The opening scenes were extremely lively. For
several weeks from 3,000 to 5)000 people were frequently-
waiting at the city terminus. The arrival of a car invar-
iably caused a rush for places. Special police squads
were detailed to regulate the travel. Women in the
crowds fainted and had to be carried out. Boys who
clambered into car windows were passed over the heads
of passengers and shoved out the windows on the oppo-
site sides. The road is now popular and liberally patron-
zed. The number of passengers carried from May 6 to
October 31, 1893 was 3,202,679.
THE ELEVATED STRUCTURE
is 3,910 feet long. The approach consists of a stone
abutment 16 by 90 feet with ascending grade of o feet
in 100, This grade is continued 160 feet farther upon
steel trusses, giving the elevated structure a clearance of
20 feet, and a track level 27 feet above the street. These
heights are maintained throughout the length of the
structure, which has a slightly ascending grade from
south to north. The upper end of the approach forks
from 8^ feet between track centers to 23 feet, which is
maintained on the elevated structure, excepting for 600
feet, in which the distance between centers is 27 feet.
This widening was caused by the steam railroad tracks
on North street. It is now proposed to straighten the
tracks, and establish a uniform distance between track
centers.
The elevated structure consists of longitudinal trusses
supported on transverse girders, which rest on columns
rising from the curb lines. These columns are set
opposite each other, and the distances between successive
pairs range from 40 to 65 feet so as not to obstruct travel
on intersecting streets. Two bridge spans, 156 and 192
feet long, were necessary at Centre and Madison streets
on account of the railway tracks. The supporting col-
umns for the bridge spans are i8-inches square, and for
girders, 12-inches square. The transverse girders are
sixty inches deep, five-eighths of an inch thick, ranging
from 36 to 99 feet in length and weighing from 6 to 11
tons. The track includes seventy pound T rail with
heavy timbers guards laid on 8 by lo-inch cross ties; the
guard and ties being the only wood in the entire structure.
The structural work weighs 1,060 pounds per lineal
foot of structure; weight of track, 460 pounds, giving a
total dead weight of 1,520 pounds, with a wind strain of
1 50 pounds per foot for top laterals, 400 pounds per foot
for bottom laterals, and 250 pounds per lineal foot on
moving loads. The structure is calculated for a live load
of 32,000 pounds.
Elevated passenger stations are provided at Pleasant,
Little, Franklin, Centre and Madison streets. There is
a station with separate stairways for each track. The sta-
tions are 10 feet wide and extend from 40 to 65 feet
along the track. They are roofed, lighted by electricity,
and stairways and platforms enclosed with galvanized
iron to a height of four feet, excepting one half of the
side towards the track. The trolley wires are carried
on center poles spaced to every third girder and the
(^ticd.lF^aUw&^S^VkW'
753
d.1
SCENES ON
LAKE KOLANll, IN KOWLAND PAKK, AND AI.ON<. THE LINE.
754
(^licfitlJ\aAWaiy-9^ylcW'
feed wires beneath. The structural work was made by
the Pennsylvania Steel Company and is said to have
cost $200,000.
The Stony Run viaduct, 660 feet long, is of steel, and
was built by the Variety Iron Works. It contains two
bridge spans each 130 feet long. The other parts of the
structure are carried on piers consisting of four columns.
Each pair of columns being spaced 22 feet between
centers, and the piers 56 feet from center to center. The
LAKE ROLAND POWER STATIOK.
piers are set on stone pedestals built from 6 to 18 feet
below the surface of the ground. The track is of 58
pound T rail laid on 6 by 12-inch ties, with 6 by 8-inch
timber guards. The track is 50 feet above Stony Run.
This viaduct cost $30,000. The iron structure weighs
570 pounds per lineal foot; track constrection and esti-
TOPOURAPIIY OF LINE.
mates for walks 690 pounds, making a total dead load of
1,260 pounds per lineal foot, or 420 pounds per foot per
truss of entire structure.
THE POWER HOUSE
is 56 by 130 feet and situated at the juncture of Stony
Run and Jones's Falls, is built of stone, and has a gal-
vanized iron roof. The mechanical plant consists of two
750-horse-power Corliss tandem compound condensing
engines, of improved type, connected for joint or separate
use. Two 400-horse-power dynamos are connected
with each engine. An alternating current dynamo for
electric lighting is operated by a 120-horse-power Ball
engine. This plant furnishes power for electric lights at
Lakeside Park, the residences and streets of Roland
Park and the general offices of the company. Six 250-
horse-power Corliss boilers and a National feed-water
heater completes the equipment 'of the power station.
The length of feeders is approximately as follows: Wal-
brook circuit from North avenue and Oakstreet to Wal-
brook, four miles; Roland Park circuit, from North
avenue and Oak street to Roland Park, four miles; city
hall circuit, from North avenue and Oak street to city
hall, two miles; and Lakeside circuit, from Roland Park
to Lakeside, two miles.
The car house and offices of the company are at
Roland Park. The building is 112 by 203 feet, built of
stone. It contains machine shops, and 1,640 Hneal feet
of tracks. The rolling stock consists of 29 closed cars, of
which twent)'-five are 30 feet long, equipped with two
30 motors. ■ There are also thirteen handsome
open cars, from Lewis & Fowler's works, of
28 feet length and carrying two 50-T. H.
motors. Westinghouse motors are used on
some of the closed cars. Bemis and McGuire
are the trucks in service. As already stated,
on the outside lines and on the elevated por-
tion, T rails are used, but in the city the Duplex
Rail Company's 66-pound section was adopted.
In the city proper, side pulls are used on
some of the lines.
The system is double tracked except a short
distance on the Walbrook branch. The total
route measurements are 58,634 feet, divided as
follows: City hall to Oak street and North
avenue, 9,534 feet; Walbrook branch from
O.ik street and North avenue to western terminus,
19,100 feet; Lake Roland line from Oak street and
North avenue to Roland Park, 18,900 feet; Lakeside
®®©©®©s
\_j [- ""<»?■ I
Svircw BOflfio
PLAN OF POWER HOUSC
AT STONY RUN
extension, 11,100. The company operates a single track
for a distance of four blocks west from the corner of
North avenue and Lexington street, and a suit is pending
to double track this, which will let the Walbrook cars
into the retail district,
(^tuct^J^oiUviiy-lf^ylcW*
(d;)
The officers are: President, James L. McLane; Sec-
retary, Edward H. Bouton; Treasurer, W. Gary
MceHnry; General Manager, Lawrence N. Frederick.
The plans for the elevated structure were prepared by
Frederick H. Smith, bridge engineer, Bahimore, Md.
The present engineer of the company is W. C. Simmons.
THE LATEST WASHINGTON NONSENSE.
SEVERAL months have elapsed without any dis-
tinguishing congressional interference with the
Washington, D. C, roads. The latest is a bill
introduced providing for a district commissioner to exam-
ine all gripmen and motormen before the companies are
allowed to employ them, and practically to superintend
all repairs on the line and power house. It has been dis-
covered the bill was drawn by an ex-employe, with a
view to assess each grip and motorman $5.00 for each
examination. As the employe could not accept a posi-
tion until passed on by the commissioner, it is needless to
comment on the fact that the boys would never escape
with merely the five dollars tax. For pure assininity this
goes to the head of the class, for if an operating com-
pany is not competent to judge of a man's qualifications
they had better go out of the business. The Washington
employes are well known to rank very high in their
work, and the bill, which is an outrage on both street-car
men and the companies had best be suppressed or killed.
A RECORD FOR HAZARD CABLES.
ONE of the most practical and brilliant demonstra-
tions of the possibilities of the cable as a motive
power in street railway transportation was
shown in the record made by the Chicago City Railway
Company on "Chicago Day" during the closing month
of the World's Fair, when 760,000 people were carried
on the various divisions of this company on that day, the
cable divisions carrjdng fully two-thirds of the number.
There was not a single accident nor a moment's delay in
the operation of machinery and cables.
Under enormous tensile strain, the twelve steel cables,
all made by the Hazard Manufacturing Company, of
Wilkes-Barre, Penna., bore swiftly and smoothly the
crowded trains of three and four cars each without the
visible or apparent breaking of a single wire.
It was a splendid test of the capacity of a cable road
to meet promptly and successfully an extreme emergency.
Never in the history of any street railway i.as such a
throng of people been carried in a day. However, this
experience will remain as a valuable precedent to this
company, as showing what its fine mechanical equipment
and splendid administration could accomplish, and it will
be a valuable object lesson to other street railway com-
panies, which have chosen or will choose in the future
the cable as a means of sure and rapid transit.
A STALWART STACK.
THE big new power house of the Brooklyn City
Railroad Company, at the corner of Kent and
Division streets, Brooklyn, has just celebrated the
opening of its big smoke stack. The station and stack
were designed by F. S. Pearson, of Boston, and were
supervised by M- G. Starrett, chief engineer of the
Brooklyn Heights Railroad Company, and
his assistant, F. B. Hall.
The foundations of the stack consist of
1,201 piles, seven feet of concrete and four-
teen feet of stone work. The chimney is
built of hard burned brick, laid in Portland
cement, and was four months in being erect-
ed. It is constructed in the very best pos-
sible manner. It is designed to carry off
the waste gases from thirty-six 5oo-horse-
power maximum capacity Babcock & Wilcox
boilers in connection with Green fuel econo-
mizers. Draft is forced by two 12-foot
blowers.
The total height of the stack is 292 feet 6
inches. The height to the cap is 290 feet.
The diameter at the base is thirty-eight feet
three inches, with a flue diameter of seven-
teen feet. The granite base is thirty-six
feet six inches square. Up the middle of
the flue rises a "baffle plate" of fire brick to
the height of sixty feet. The iron cap sur-
miounting the stack weighs five tons and is
twenty-seven feet ten inches in diameter.
The header gains entrance to the flue at the
height of forty-five feet. It is estimated that
2,000,000 brick were used in constructing
this chimney, and on its completion some
sixty workmen took lunch in the flue to
celebrate the termination of their work.
cuoss S€criON
AT //-J r££T
Blessed is the manager who hath his snow plows over-
hauled and the loins of his motors girt up and ready; yea,
twice blessed is he that hath his joints all raised, and in
his barn a large portion of salt. For verily, this shall be
a hard, cold winter; even like unto the good old times of
the fathers, when the running of street cars was a bur-
den, yea verily, even hard sledding.
Twenty-ton switching locomotives have replaced the
lO-ton machines on the Brooklyn bridge.
An adjustable platform wagon is evidently a tip-top
arrangement,
The managing director of the Madras tramway is
named Chalk. He ought to make his mark in the world.
756
(^lAld.j\ail*^9\eyic^
PLEASURE RESORTS AND CREATED
TRAVEL.
How to Make Popular Attractions in Various Localities and Under
Different Conditions.
PART I.
OUR readers will bear us out in the statement that
from the very first issue of this magazine we
have constantly urged the advantages of
pleasure resorts as a means of inducing and creating
travel. The development of such resorts has largely
been a matter of the past few years, and with several
notable e.xceptions the last three years. Until quite re-
cently a board of directors which would spend $100,000
for this purpose would have in most cases failed of re-elec-
tion at the next stockholders' meeting. Even with the
history of many successes, other roads have yet doubted
their own ability to duplicate those good results, or have
dismissed the subject on account of what has seemed to
them the entire want of natural advantages on which to
start. It is not to be denied that such attractions as
lakes, rivers, woods and hills are to be chosen if possible,
as sites for resorts, and usually offer more striking results
with small expense. Water always is attractive, affording
boating, bathing and fishing in the summer, and skating
in winter. Where these natural facilities exist the
manager has so much at hand, ready made, he can com-
mence on a very unpretentious and economical scale, as
people shut up all the week in city houses find a grateful
change if only in rocks, trees, wild flowers and pebbly
beaches. To add to these cheap walks, settees, tables
for picnic dinners, good drinking water, a shelter from
sun and rain, and a fleet of row boats can be accomplished
with very little money and forms the nucleus of a pop-
ular resort. How this has been worked out in various
parts of the country will be the subject of this series of
articles, as also what can and has been done in less fav-
ored places, in one case at least where nothing more
romantic than a corn-field was available, but which was
transformed into a pretty park, drawing large crowds and
profitably remunerating the company which had the
pluck to work the transformation. Where Nature has
done the least man must do the more, and we firmly be-
lieve no road is so unfortunately endowed in its location
but can make a successful effort in some one of the num-
erous directions to be elaborated further on. Practice is
better than theory in this matter, and we shall therefore
begin with a description of resorts which have already
become fixtures, and while the conditions are perhaps the
same in no two cities, the suggestions of what others
have done may be helpful in planning for each individual
case. And now is the time to plan for next summer's
pleasure riding. Not every road has parks of natural
beaut)' in the neighborhood but it is yet to be proven that
such places are either the most profitable or the least ex-
pensive to maintain. However there is a way to induce
pleasure riding in every locality. Let us in this article
see what some small roads have done. One of the most
noted places for pleasure riding is Decatur, 111. The
City Electric Company of which W. L. Ferguson is
superintendent is the owner of two parks to which great
crowds flock in the summer and the lines also extend to
other places of amusement and resort. Riverside Park
is a romantic piece of ground about a ten-minute ride
from the center of town. While possessing great natural
beauty it was not an expensive purchase as the land
was good for nothing but pasture, so steep are the
bluffs. The idea of buying a cow pasture along the
Sangamon river and building the street railway lines to
it through a thinly settled part of town was laughed at
by many, but the company went ahead with its venture
and was successful from the start. The route to River-
side Park is fast becoming thickly biiilt up with the best
class of residences in the city. As for the park itself it
took no great length of time for people to appreciate that
the cow pasture was really a beautiful spot and it needed
only a means of transportation and a few artificial attrac-
tions to make people flock to it. The company now has
on the park a natatorium, having a pool 30 by 70 feet and
from two to ten feet deep. The water is furnished from
a spring in a neighboring ravine, the pressure being
sufficient to force the water over the invtervening hill to
the natatorium. A boiler is provided to heat the water
before it is let into the pool. On the river the privilege
of owning and renting boats is leased to a company which
owns fifty small row boats, and three steam launchs,
each capable of comfortably carrying twenty-five people.
Skating is the source of much travel during the winter.
The street railway has built a stage on the grounds, and
with the aid of a few seats and an awning a theatre is
provided, the bluff furnishing the necessary slope. Last
summer an opera company played a several weeks
engagement there. It is arranged so that admission can
be charged if thought best. There is also a pavillion for
refreshments. No intoxicating drinks are sold. The
park covers fifty acres. Oakland park, another plot of
land owned by the company, is of fifteen acres and is used
principally for camp meetings, three important ones being
held there last year. A Sunday school excursion from
Terre Haute the past summer brought 2,300 from out of
town to Riverside park, and similar excursions are con-
tinually coming to Decatur during the summer season.
In some cases the railroad tickets included coupons for
street car fare.
AT CHAMPAIGN, ILL.
In strong distinction to the Decatur resorts is the one
fitted up last summer at Champaign. At the latter place
the attractions had to be purely artificial, as the country
is as flat as a billiard table, and with no river near. The
first stage of the proceedings was to buy up a cornfield
just outside the western city limits. This was, in the
opinion of some people, a very foolish move, but B. J.
Harris, Jr., the enthusiastic but level headed young presi-
dent, knew what he was about as subsequent events
proved. The fitting up of the West End park was
delayed by the want of material until it was barely com-
(^M?icd/j\aiWiiy-j^A^^
757
pleted for the Fourth of July, but on that day the road
carried 15,000 people and the switchback in the park
3,800. The fare for a ride on the switchback is five cents,
and it nearly paid for itself the first year. The only
running; expense is for two attendants. The park is a
level plat of ground of six acres. The principal improve-
ments are the switchback, an amphitheatre in front of the
base ball ground and a pavillion for dancing and refresh-
ments. Free tennis courts are scattered over the grounds,
and electric fountains on a small scale will help make
the grounds attractive in the future. Arc and incan-
descent lamps are used plentifully around the enclosure,
and shade trees will in a few vears make the West End
WEST END
A MOST DELIGHTFUL PLACE
TO SPEND AN AFTERNOON OR EVENING.
OPENATiLLmiESIg
o charge for admission unless otherwise announced.
Special care given Ladles and Children afternoons.
Keeper and Attendants always In charge.
BEST OF
foot ball games. For certain weeks of the year the con-
trol of the park is given to a driving association, which
holds meetings there, and attracts large crowds.
HUTCHINSON, KANSAS,
affords a good illustration of what a small road can do.
Having only loy, miles in all, and operating twelve cars
by horses, the company secured a pretty park of seven
acres, on the tiver, about a mile from the business center,
and erected an auditorium; capable of seating 2,500, and
in fact the largest in the state. Hutchinson is centrally
located, and the railway superintendent keeps track of
all state gatherings and succeeds in locating most of them
in his city. The Park and auditorium are tendered free,
and the road is satisfied with hauling the visitors, which it
does to such an extent that the earnings the first year the
scheme was tried paid for the building. Among the State
meetings and attractions secured have been : Barnum's
show, gathering of State bands, four grand lodge meet-
KEiiT FmNT mam mm.
ABSOLUTELY NEW! ORICI/NAL! UMQUE!
I»A.VXL.ION!
CASTNtO I
Grand and Band Stand, Base-Ball Grounds, Free Tennis Courts and Swings. Walks.
Settees and Shade. Park Lighted by Electricity.
Special ArraBesinenit Can ba Made lof Gaihahsgi aid Sociables. Elsciric Streei Cart Ron Inio rhe Grounds.
Fof Special AnrKcllon* and AnnouncemenU •«• Dally Caiotta and Siraet Car Slgna.
WEST END PARK CO.. Champaign. III.
B F HARRIS, JR. Pr« ind Can Mar.
HUTCHINSON AUDITORIUM.
Park a beautiful retreat. It is the aim of the manage-
ment to make this the resort for the best class of people.
Another town most favorably situated as regards
natural resorts is
I'KORIA,
the bluffs of the Illinois river and the mineral springs
combining to make parks easily available. The principal
resort of the Central Railway is known as Central park.
It occupies ten acres on the bluffs, and is leased to out-
.side parties, who maintain a bath house supplied with
water from the mineral springs on the grounds, and
refreshments are of course available in the park. The
Central Railway also owns Lake View driving park.
This park is made free to the managers of base ball and
ings, Christian Endeavor, Grand Army of the Republic,
State encampment, Forepaugh's show, Teacher's State
association, besides numerous concerts, camp meetings,
old settler's meetings, etc., etc. Each of these have
earned the road from $100 to $1,000. Riverside Park,
in which the building stands, is a pretty spot and a favorite
resort for the citizens of Hutchinson.
THEY TORE UP THE TRACKS.
ONE hundred lusty laborers, headed by che Super-
intendent of streets, who played the star part,
and a street railway company, enacted a little
drama in San Francisco not long ago. The properties
were 100 picks and shovels and the Bush street railway
track from Central avenue to Buchanan street was chosen
as the stage. The playwright was his honor the mayor,
who sent forth proclamation to the minions of the street
department, that whereas the said track was a nuisance
and a weariness to the fiesh it should be pulled up and
cast forth. In 1S85 the original franchise was granted,
7r)S
(^ licet 0\ailM%'i}^A/lcu^
Some say the franchise was granted for spite. However,
three years later the Sutter street railway company
acquired the franchise and built a line between certain
streets. It is claimed by the mayor that the hne was not
operated frequently enough and that the franchise agree-
ment to spend $500,000 on the grant had never been ful-
filled. The Sutter street company obtained a tempor-
ary injunction after two blocks of line had been demol-
ished. A large crowd watched proceedings during the
entire day.
THE LOWELL & SUBURBAN STREET RAIL-
WAY COMPANY.
TWENTY- FIVE miles north of the Hub of the Uni-
verse lies considerable of the machinery that makes
the Hub go 'round and by the same token one of
the towns whose name is a synonym for industry.
That is Lowell, Mass.
Situated on the bank of the Merrimac river, with mag-
TVNG S POND.
niticent facilities for all purposes of manufacture, Lowell
has in America the same significance that Birmingham
or Manchester have in England.
The population of Lowell is 80,000 and it is intimately
connected with the lively towns of Dracut, Tyngsboro',
Chetensford, Billerica and Tewksbury, not only by the
magnificent street railway system that is the subject of
this sketch, but by the bonds of political power and com-
mercial importance. It is this that makes the Lowell and
Suburban possible and it is the Lowell and Suburban that
gives Lowell the surrounding citizenship making a total
in the area of 100,000.
The street railway system, holding exclusive franchise,
has now 49 miles of operative track. In 18S5 the total
was six miles, thus making the very respectable addition
of 43 miles in the last few years. All of the system is
operated electrically.
The Lowell & Suburban is the direct result of the con-
solidation of the Lowell & Dracut Street Railway Com-
pany and the Lowell Horse Railroad Company. This
consolidation was effected June i, 1891. In August of
the same year the electric franchise was ordered to be
acted upon and the revolution began. The capital of the
company was increased to $400,000 and bonds issued to
the amount of $1,000,000 secured by mortgage and bear-
ing 5 per cent for 20 years.
This enabled the company to begin the building of 18
miles of new track, doubling 14 miles and equipping a
station of 2,500 horse power. The additional equipment
has followed in the past year.
Lowell as a manufacturing center is the principal
pleasure of the inhabitants thereof and the humming of
looms the most generally accepted form of music. There
was no outlet, no summer resort, no play ground, no
pleasure spot easily accessible to the great toiHng public of
Lowell.
There was, however, situated five miles from the central
portion of the city in the townships of Tyngsboro and
Dracut a beautiful little lake called Tyng's pond. It was
about a mile square and the shores were dreams of sylvan
shade and wooded slope.- The primeval pines and oaks
flourished undisturbed. Nature had intended that at some
future day all Lowell should come from the dusty loom
and humming spindle and breath fresh air and hear the
wind hum in the trees and see the Massachusetts sky clear
and cloudless. Man, however, did not take interest
enough in these advantages to find a wa}' to utilize them.
This was the Lowell & Suburban's opportunity. So
in 1 889 an electric to the lake was planned. To get there re-
quired the grading of three miles of highwaj', and the build-
ing of three new public highways in conjunction with the
town and county. The line was opened for public travel
August I, 1889, and operated until November i of the
same year. That was the first season and first success.
The resort was christened Lakeside and the follow-
ing season the original six motors and six trailers were
added to by sixteen motor cars and a more extensive
feeder system.
This year, 1893, the line was changed from single to
double track and wired for 34 cars with a business in-
crease over last year of more than 60 per cent.
Now it stands to reason that Lowell's population didn't
go to Lakeside simply to breathe and see green trees.
People, in spite of poets to the contrary, require now-a-
days something more interesting.
The Street Railway Company owns and controlls over
one mile of water front, and 140 acres of park. At the
nearest point, the terminus of the line, a large dance hall,
restaurant, public and private dining halls, and a banquet
hall combined into one building, is erected.
Besides, to entertain those to whom band music hath
charms, three band stands are erected. Two buildings
for the accomodation of still others, contain twelve bowl-
ing alleys, a carousal, stables, carriage sheds, and a thea-
ter, at the total outlay of $100,000.
The theatre is a venture of 1893, and its success was
unprecedented. The method of filling the seats is one,
that if pursued by managers of greater pretensions and
less knowledge, would fill out some sadly wasted pocket
books in various parts of these United States. Eight
^^tied.l?(aUvv^lF^eVicw^
759
hundred persons can be seated in the auditorium, but
owing to the demand for seats, the capacity is to be
enlarged fifty per cent, to accomodate next seasons'
crowd. The seats are subject to an admission of ten
cents, while ample free standing room is provided for
350. The attractions are clean, morally, and amusing,
otherwise.
At the further end of the lake are situated picnic
grounds, which are private on picnic days, but at all other
times open to the public, in common, with the rest of the
admittance is free to all, whether the patrons of the car
service or not. As the resort is conducted on a strictly
temperance basis, the best of order is easily enforced,
and first class people are liberal in their patronage of the
privileges.
The park and the buildings are brilliantly lighted by
electricity in the evenings from the company's power
house, five miles distant.
The fare to the park is in the form of a round trip
coupon ticket, good from any point on the line, in the
THE LOWELL AND Sl'BURBAN PLEASURE RESORT.
park. People are transported to these grounds and
returned by a steamer, with carrying capacity for 150.
The company owns two steamers, the one referred to
and a smaller boat, carrying 30. The steamer rides are
reduced to the lowest paying price and are always liber-
ally patronized, nay, jammed, at five cents a round trip.
Sixty row boats, also owned by the company, stand
awaiting the pleasure of the aquatically inclined, at so
much an hour.
The summer program consists of every variety of con-
certs, fireworks, regattas, and dances, to which the
city of Lowell, to the resort and return. They are sold
at 20 cents. The longest possible ride on the system, is
twenty miles which, is not often taken advantage of.
The increase in passenger traffic, for the past few
years, has been enormous.
In 1886, the gross receipts were
In 1893, the gross receipts were -
The intermediate years show as follows:
Receipts, 1887 . - - -
Receipts, 1889 - - - -
Receipts, 1891 ....
$ 82,027.29
272,961.50
$111,059.54
i73>oos.9i
221,284.59
760
(^1?iectj^^ailM^ll^Vm/
The officers of the Lowell & Suburban are : President,
E. M. Tucke; vice-president, August Fels; treasurer,
Percy Parker; and P. F. Sullivan, general manager, to
whom the road is indebted for its superintendence during
the change of motive power, and to whom the people of
Lowell give thanks for this magnificent play ground,
and whom the readers of the Review may thank for the
excellent illustrations and suggestions contained in this
article.
Mr. Sullivan says, in regard to summer resorts and
induced traffic: "In a general way, I would state that in
my opinion, a summer resort, properly conducted, keep-
ing in mind the wants and tastes of each particular
locality, is sure to be a profitable source of revenue to
an electric railway."
THE FOWLER SNOW SWEEPER.
CANADIAN VOLTS.
THIS sweeper needs, perhaps, no other comment or
recommendation than its name, and the accom-
panying engraving which shows the elegant pro-
portions and the effective gearmg of the machine. The
cab is well protected so that the crew may give strict at-
tention to running the sweeper and not to fighting the
THE Montreal Street Railway has been permitted
by the legislature to increase its capital stock to
$5,000,000. At the same time it was given
power to acquire the rights and powers of any other
corporations or companies on the island of Montreal; to
amalgamate with any such corporations or companies;
to lease the lines of other railway companies; to make
running and trafhc arrangements with other railway
companies; and to expropriate property for the purpose
of its railway. It also received the confirmation and
ratification of the agreements, lately entered into between
it and the city of Montreal, the town of Maisonneuve
and the town of Cote St. Antoine, Que.
A large delegation, representing the Canadian cities of
Hamilton, London, Montreal, Peterboro' and Ottawa, is
trying to have steel rails for electric railways put on the
free lists at Canadian ports. When the tariff was
arranged there were no such things as electric railways
and no provision was made for them. Now, steam roads
have rails admitted free, but electric railways pay $6 a
ton custom duties. This is unjust and hence the
petition.
■jij*
'iiimc
mc smv SWEEPER.
^RACTffi
THE KOWLER ELECTRIC SNOW SWEEPER.
weather. The rotary brushes, the efficiency of which
will not be found wanting during the snows of this com-
ing season, are run by separate motor, giving the greatest
possible sweeping power and speed, regardless of the
speed of the car. This independence of the brush speed
can not be overestimated. The height of the sweeper
body above the rail, and the strength and compactness of
the construction, may be as well judged from the engrav-
ing as the solidity and honesty of the material may be
judged from the name of the maker, borne on the side-
The sweeper shown is one bought by the Scranton Trac-
tion Company.
The Philadelphia board of health has drafted a series
of serious resolutions concerning the dangers of spitting
in the street cars. The board says tuberculosis is rapidly
propagated thus.
The scheme of the Duluth Street Railway Company
for crossing the bay between Connors' and Rice's points
is said to be a combination boat and sled. In summer
the vehicle will run as a boat and in winter as a sled.
An endless cable will be the power. A. C. Mayo will
build the craft. A number of Duluth cars have been
vestibuled.
STREET RAILWAY LAW.
r61
EDITED BY MR. FRANK HUMBOLDT CLARK. ATTORNEY AT LAW, CHICAGO.
Electric Raihvav Crossing Steam Railivay at Grade.
An Act under which an electric railway was incorporated, authorizing
it to cross at grade, any railroad operated by steam or otherwise, can-
not be construed to deprive the State of its power to exercise police
supervision, and prohibit a crossing which would evidently be danger-
ous to public travel.
In the opinion the court said : More than twenty years
ago the necessity for special judicial control of corpora-
tions, and especially railroads, assumed tangible form in
the passage of the Act of June 19, 1871, entitled " An
Act relating to legal proceedings by or against corpora-
tions. The second section declares "when such legal
proceedings relate to crossings of lines of railroad by
other railroads, it shall be the duty of courts of equity of
this commonwealth to ascertain and define by their decree
the mode of such crossing, which will inflict tlie least
practical injury upon the rights of the Company owning
the road intended to be crossed, and if, in the judgment
of such court, it is reasonably practical to avoid a grade
crossing, they shall, bv their process, prevent a crossing
at grade." The manifest purpose of this is not merely to
discourage grade crossings because of their danger to
the public, as well as injury to the company whose road
is crossed, but also to prevent them, whenever in the
judgment of the court, it is reasonably practical to avoid
such dangerous and injurious crossings. As an exercise
of the police power of the State, the wisdom of the pro-
vision has become more manifest from year to year as
railroads multiply.
It is claimed by defendant, however, that the i8th
section of the Act of 1889, under which it is incorporated
expressly authorizes it " to cross at grade, diagonally or
transversely, any railroad operated by steam or other-
wise, now or hereafter built." If, by the language thus
employed, the Legislature intended, not only to barter
away the police power of the State in regard to such
grade crossings, but also to limit the jurisdiction of the
Courts of Equity in relation thereto, then indeed the
learned Judge filly characterized such legislation as
"exceedingly vicious"; but we cannot think any such
construction as that should be given to the iSth section
of the Act. It is a well-recognized principle of legisla-
tion that grants of franchises are made and accepted in
subordination to the police power of the State. We are
therefore warranted in concluding that a surrender of
that power was neither effected nor intended to be made
by the Act under consideration. Nor do we think that
the jurisdiction conferred by the second section of the
Act of 1 87 1 was in any manner restricted or limited by
the Act of 1889. As we have seen, the latter is entitled
'' An Act to provide for the incorporation and govern-
ment of street railway companies in this Commonwealth."
This title conveys not the slightest intimation of any
intention to interfere with the jurisdiction heretofore
conferred on Courts of Equity relating to railroad cross-
ings at grade. We have no doubt but that electric rail-
ways are within the purview of the Act of 1871. They
are certainly within the mischief for which the second
section provides a remedy.
(Supreme Court of Pennsylvania. Pennsylvania Rail-
road Company vs. Braddock Electric R. Co. 55 Ameri-
can and English Railroad Cases, i.)
(Note. — See also the case of Lake Roland El. R. Co. v. Mayor of
Baltimore, S Notes of Cases 43. 3 Street R.mlwav Review 494 and
note )
Contributory Negligence — -Firenuin on Ladder-truck —
Collision with Street-car.
The plaintiff, a fireman, was injured while riding to a
fire on a ladder-truck, by a collision with a horse car of
the defendant company. On each side of the truck was
a running-board extending between the wheels, and
above this another running-board. On first starting out
plaintiff was standing on the running-board, but as he
had not fully equipped himself before starting, he shortly
proceeded to complete the equipment bj- buckling around
his body a •' dogman's belt." For the purpose of holding
on while doing this he lifted his left leg from the running
board, and placed it between the roimds of the upper-
most ladders. The ladders, which projected several feet
in front of the body of the truck, struck the corner of
the car and were forced suddenh- back, cutting plaintiff's
leg off at the knee. There was e\ndence that the fire-
men had not time to dress before starting for a fire, but
did so while on the way.
The defendant asked the court to charge the Jurv' " As
the plaintiff was riding on the ladder-truck, with his left
leg down between the ladder-rounds while the truck was
going to the fire, he was not in the exercise of due care,
and cannot recover." This the court refused. He could
not be expected to use the same degree of care as might
properly be required of one who had no special dutj- to
perform as he had. Considering his dutj- and the
exigency" of the occasion, we cannot say that he was not
in the exercise of due care.
(Massachusetts Supreme Judicial Court. Magee vs.
West End St. R. Co. 23 Northeastern Reporter 1102.)
City Ordinance — Care to be Exercised by Conductor ami
Driver of Car.
Rev. Ord, St. Louis 1887, art. 6, sec. 1246, sub. 4,
providing that '-the conductor and driver of each car
shall keep a vigilant watch for all vehicles and persons
on foot, especially children, either on the track or moving
towards it, and on the first appearance of danger to such
persons or vehicles the cars shall be stopped in the short-
est time and space possible," is valid, since, under the
charter of the City, franchises are granted to street rail-
way companies on condition that they submit to all ordin-
ances regulating them; and it is competent, therefore, for
the city, in consideration of the franchise granted, to
702
(^lMA'Jr{aAi\^u^i^
impose by ordinance the duty of exercising a high degree
of care, and their failure to observe the ordinance
renders them liable to the person injured, notwithstand-
ing a fine is also imposed for such failure.
(Supreme Court of Missouri. Fath v. Tower Grove
and L. R. Co. i6 Southwestern Reporter 913.)
Dray stopped on side 0/ street — Collision zvitli street-car —
Miscalculation as to Room to -pass.
In an action by the driver of a dray against a street
railway company for personal injuries, it appeared that
plaintiff stopped his dra}' at what he thought was a safe
distance from the car-track, and was putting a blanket on
his horse, when he was struck by defendant's car. The
driver of the car, who was driving " a fair gait," thought
he had room enough to pass plaintiff and his dray.
Held, that the accident being caused merely by miscal-
culation as to distance on the part of both plaintiff and
the car-driver, a non-suit was properly entered.
(Supreme Court of Pennsylvania. Patton vs. Phila-
delphia Traction Co. 20 Atlantic Reporter 682.
Injury to Person Driving Across Track — Driver not
Watching Track — Contributory Negligence.
While plaintiff was attempting to drive across a street-
car track, her carriage was struck by defendant's car,
which was then going down grade. Witnesses testified
that the car-driver had time to stop the car after plaintiff
drove on the track had he not looked down a cross street;
but it appeared that when he crossed this street, no one
was on the track or offering to cross in front of him, and
it was not shown that his attention was unnecessarily, or
for an unreasonable time, withdrawn from the track, and,
the accident occurred despite his efforts to stop, though
he applied the brakes at once. Held, that there was not
sufficient evidence of negligence on the part of the
defendant to warrant submission of that question to the
jury.
Plaintiff knew that a car was coming and was near
having heard bells, but could not see it until she turned
her horse on the track; and she testified that she then
thought there was time to cross. The car was moving
at the usual rate on a down grade, and plaintiff's horse
was moving at a slow walk. Held, that plaintiff was
guilty of contributory negligence barring recovery.
(Supreme Court of Pennsylvania. Citizens Pass. R.
Co. vs. Thomas. 19 Atlantic Reporter, 286.)
Elevated Railroad — Station Projecting into Street —
Action by Abutting Owner.
Though an elevated railroad company constructs a
station projecting into a side street, infringing on the
public right therein, an abutting owner, in his capacity as
a citizen only, cannot maintain an equitable action for its
removal, nor can he maintain it as such abutting owner
where it does not appear that he owns the soil occupied
by the station, nor that he has sustained any substantial
injury, by the encroachment, to any right appurtenant to
his premises.
(Court of Appeals, New York. Adler v. Metropoli-
tan El. R. Co. 33 Northeastern Reporter, 935.)
Assignee of Street Railway Company — Enforcement of
Duties to the Ptiblic — Mandamus.
The performance of the duties which a street railway
company owes to the public, to operate its lines in
accordance with the provisions of a City ordinance under
which its road was constructed, may be enforced by
mandamus.
The City of Potwin Place granted to the T. R. T. Ry.
Co. the right to construct a street railway on certain
streets, under an ordinance requiring a stated car service
to be furnished by that company. Said company there-
after executed and delivered to defendant a deed by its
terms granting, assigning and conveying to the defendant
all franchises, powers, privileges and immunities possessed
by it, and its line in plaintiff City. Defendant accepted
said deed and operated said line for a time. Held, that
the defendant thereby assumed the performance of the
duties towards the public, which before rested on the
grantor.
The granting of a writ of mandamus rests largely in
the sound discretion of the court, and where it is asked
to enforce the performance of a duty to the public, the
interests of all the people concerned will be regarded,
and the writ will be so framed as will best preserve and
enforce the rights of all parties.
(Supreme Court of Kansas. City of Potwin Place v.
Topeka &c. R. Co. 33 Pacific Reporter, 309.
Injury to Person in Elevated Railway Station —
Evidence.
The mere fact that the rubber covering on the stairs
of defendant's elevated railroad station was out of repair
and caused plaintiff to fall, without any evidence that the
defective condition of the stair existed before the acci-
dent, is not sufficient to charge defendant with want of
ordinary care in respect to the stairs.
In an action for injuries caused by falling down the
stairs of defendant's elevated railroad station, plaintiff's
evidence merely showed that she caught her heel on one
of the steps and fell, and that after her fall the rubber
covering on one of the steps was observed to be loose;
but no witnesses saw her trip on the rubber, and there
was no evidence as to its condition before the accident.
Held, that the complaint would be dismissed for failure
to prove that defendant was negligent.
(Court of Common Pleas of New York City. Millier
vs. Manhattan R. Co. 25 New York Supplement 753.)
The Interstate terminal railway bridge at Council
Bluffs is finished and the electrical apparatus for the great
draw-span installed.
An accident on the Lowe Mountain road, of Pasadena,
Cal., nearly cost a careless motorman his life. The car
ran down the mountain and both employes jumped. The
car and trailer were smashed. No passengers were hurt.
(^t!ict9\aiWAvj\eylcW'
76i^
HALF FARES.
Interesting Facts from All Parts of the Country, Boiled Down
for Busy Readers.
Two Youngstown, O., street railway employes have
been arrested for making counterfeit money, main!}' of
50-cent pieces.
The church going people of Hamilton, Ont., are
urging a Sunday street car service during hours of
services.
McKeesport, Pa., has successfully tried the substitu-
tion of the electric railway cars for hearses, for burial
services, during the cold weather.
The Brooklyn Traction Company, operating the
Atlantic Avenue Railroad Company lines, has absorbed
the Broadway Railroad Company, of Brooklyn.
Salicylate of Tolyldimethylpvrazolon has been
patented in this country by Herman Thorns, of Berlin,
Germany. No wonder it takes months to get a patent.
Superintendent Crosley, of the Vallamo Passenger
Railway, Williamsport, Pa., is the inventor of a car
fender, which is said to clear the tracks with neatness
and dispatch.
The compressed air scheme to run cars in Leaven-
worth has come to an end, and the $250,000 bonus which
has been tied up in escrow two years, now reverts to
original owners.
Smoking is now allowed on the Chicago Alley L, on
the south car of all trains. It is said that the change was
wrought by demands of smokers who would otherwise
patronize the cable.
The Cleveland Electric Railway Company has intro-
duced a new system of transfer, doing away with the
transfer agent. The conductors will hereafter transfer
their own passengers.
The Washington, Alexandria & Mt. Vernon Electric
Railway Company has ceased its Sunday service, except
an early morning milk train. The road does this on
account of the small Sunday patronage.
GARBAr;E cars was the subject of a recent experiment,
at night, on the Toronto, Ont., lines. The haul one way
is five miles, and a contract with the city is probable, as
a great saving in expense was demonstrated.
Battle Creek's street railway has been allowed to
suspend operations, until May 15, by a considerate town
council. The other street railway men in the state are
rather envious of the Battle Creek line's luck.
The Review wishes to acknowledge the receipt of
tickets to the laying of the corner stone of Engineering
Hall, of the Illinois State University, at Champaign.
President B. F. Harris, of the street railway company, is
no doubt the donor.
The management of the North Chicago Street Rail-
road, states that it is the intention to light all the cars on
the system with Pintsch gas, a plant making this gas for
the Connelly motor being already in operation.
The Canton City lines, of the Canton-Massilon Street
Railway Company, devoted the entire proceeds of thanks-
giving day to the associated charities, for distribution to
the needy poor. In many cases no change was taken
from conductors, and a check for $120 was handed to the
treasurer of the charities.
An enterprising merchant in Toronto, Canada, printed
a lot of tickets in imitation of those used on the street
railway, with an advertisement on the reverse side. So
much trouble was caused by people attempting to pass
them on the cars, the company- was obliged to take legal
steps, and have destroyed some 30,000 tickets, which had
not yet been given out.
The West End street railway, of Boston, elected the
following officers for the ensuing year, December 3:
President, Samuel Little; vice-president and clerk of the
corporation, Prentiss Cummings; treasurer, Joseph H.
Goodspeed; general manager, C. S. Sergeant; auditor,
H. L. Wilson ; purchasing agent, H. F. Woods, and
general solicitor, Henry S. Hyde.
Sensational suits, involving the affairs of the San
Francisco & San Mateo Electric Railway Company, have
been filed. The most important, filed by J. Douglass
Saunders and John B. Muirhead, alleges that both the
construction company and the two Joosts, are seeking to
acquire the entire property of the San Francisco & San
Mateo electric railway. Severe strictures are also made
upon the honesty of the original franchise.
It has been generally reported that the Lynn & Bos-
ton electric S3'stem are to put on an express and light
freight service. Aside from using one freight car, twenty
feet long by six high and wide, for its own service, noth-
ing has been decided. Their system is admirably
adapted for such a service, covering 150 miles of track
and connecting eighteen towns and cities, and it is to be
hoped the experiment will be made, although it seems to
us the element of uncertainty of success is very small.
At the recent fire on West Madison street, Chicago,
which consumed the Haymarket theatre, a careless grip-
man ran his train too close to a fire hose, and before he
knew it another line of hose closed him from behind.
The day was fearfully cold and the spray from the engines
froze in the street. The street soon became a young
canal. The grip car and trailer, unable to get away,
were frozen to the track. The sight of the frozen car
attracted a large crowd until the wrecking wagon relieved
the line.
764
(^ticd.ll\aiWii)'j\cyicW*
THE JACKSON & SHARP COMPANY.
To their World-wide Reputation as Builders of Steam Cars will be
added that of Street Cars.
IF seven-ei<(hths of the traveling public were asked
what is Wilmington, Delaware, noted for, at least
three-fourths of this seven-eighths would point to
the car door and say, "Jackson & Sharp."
In fact, throughout the length and breadth of the land
no other Delaware industry is so well known. The
present interest to the readers of this article centers in
the recent news that this company, so famous as makers
of railroad cars, is about to begin the making of cars for
street railway purposes. Time was when street car
building was more closely allied to the coachmakers'
trade than to the carbuilders' art. Now, however,
strength and capacity are as necessary as lightness and
12 acres of land at the confluence of Brandy wine Creek
and Christiana river, with good wharfage and with the P.
W. & B. Railroad tracks running directly in front of the
place. The locality thus affords the best of shipping
advantages both by land and water.
It is needless to speqk of past work or present facilities,
as these go without saying, in an establishment of such
age and responsibility. It may be remarked, however,
that 7,000,000 feet of well-seasoned lumber is kept in
stock, with sheds for 2,000,000 feet of dry lumber. Two
immense cargoes of Oregon pine are brought each year
from Vancouver, B. C, it having been found superior
to our own southern pine. The standing room in the
erecting shops and paint shops is sufficient for seventy-
five standard steam cars or perhaps two hundred and fifty
street cars. Storage room for seventy-five to one hun-
dred more cars is close at hand. In fact, th.e largest
THE JACKbON A- SHARP CAR WORKS, WILMINGTON, DEL.
smallness were during horse-car days. Thus the steam
car builder succeeded naturally to street-car building and
the same skill and care of design is exercised in both
branches.
For thirty years the Jackson & Sharp Company has
been building cars. At the beginning there were but
30,000 miles of railroad in the United States, now there
are over 100,000 miles. Then only the larger and older
cities of the country possessed street railway S3's-
tems, now over a thousand towns and cities on the conti-
nent have some means of intramural transit. In 1S63 Job
H. Jackson and Jacob F. Sharp founded the now great
firm, in a modest way, and by unceasing industry and
honest dealing, have so far gained the confidence of the
railway world that the company has grown with the
growth of this great industry, to its present proportions.
Admirably situated, the Jackson & Sharp works cover
order will find a ready reception and a small order quite
as distinguished attention. The reputation of the Jackson
& Sharp Company can not afford to have it otherwise,
nor is street car building entirely unknown in the J. & S.
factories. Years ago when street cars were small and
the demand for their construction even less, this company
built a large number of cars, some of which are still in
service. But the tremendous impetus which steam rail-
road building gave to car construction for that work, kept
the shops so full that the street-car department was
allowed to lapse. Now that the street railway industry
has assumed so large and growing proportions it is emi-
nently proper that the immense facilities and trained labor
of this establishment should again enter the field.
A few words concerning the founder of the company
will not be out of place, and with the work we introduce
the worker.
collect J\ailw^9\eylcW*
r65
JOB H. JACKSON.
Mr. Jackson was born in humble circumstances, in
Chester County, Pennsylvania, in 1833. In 1847 he
went to Wilmington, in the capacit}- of grocery clerk, and
in that and in the hardware trade he remained until his
twentj'-first year. Then going to work for the Penns}'!-
vania railroad he gained a complete knowledge of the
WEBSTER VACUUM FEEDWATER
HEATER AND PURIFIER.
JOB H. JACKSUN.
requirements of railroad service. He also built the first
telegraph line from Pittsburgh to Crestline, Ohio. Soon
afterward he engaged in the stove business, which he left
to found the present Jackson & Sharp Company, in 1863.
Always prominent in business circles, he also finds time
for the duties of citizenship and has served acceptably in
the city council and board of education. With a long
AT the late World's Fair, held during the summer of
1893, at Chicago, the Warren Webster & Com-
pany, patentees and owners of the Webster vac-
uum feed water heater and purifier, had a magnificent
practical showing of this specialty. This heater was the
largest in use at the exposition, heating over 60 tons of
feed water an hour, to a boiling point, with exhaust steam,
and that, too, it is claimed, without back pressure on the
engines. This heater was liberally awarded after com-
petitive and thorough tests and will be used at the Mid-
winter exposition at Sin Francisco, whither it has been
taken.
The Webster heater consists of a closed iron shell rect-
angular in form, with a doubly inclined bottom and pro-
vided with two inlet pipes, one for exhaust steam and one
for cold water. The supply of the latter is automatically
controlled by a gravity regulator. An outlet pipe leads
to the feed pump from which the hot and clear water is
delivered to tank or boiler. The iron case contains a
series of oppositely inclined perforated trays, which
spread the water over an extended surface and bring it
in contact with the steam intimately and thoroughly. A
number of parallel pipes open at one end, the center
group of which is connected with the inlet pipe. This
forms the cold water coil. The opposite ends terminate
in a horizontal pipe. This cold water coil absorbs all the
rising heat units of the vapor. This assists in heating
the feed water which is otherwise warmed by flowing
over the perforated copper trays. The heavy impurities
now already separated fall to the bottom of the chamber,
without agitation, and the light impurities may be drawn
HEATS SIXTY TONS OF WATER PER HOUR.
and valued experience he combines that executive ability
which unite to make a leader in commercial enterprises,
and which elements of success have made this company
so prominent.
The present company is ofllcered as follows: Presi-
dent, Job H.Jackson; vice president and secretary, Ell-
wood C. Jackson, assisted by Reginald Canning.
off the top. Scum and grease is separated by a hood
across the chamber. This heater makes claims to five
points: it is efficient, durable, simple, compact, economic.
A PLAN is proposed for the railway companies carry-
ing to Jackson Park to light the court of honor next
summer. It will cost $125,000 to replace the light plant.
7()()
(j»lied.7\aiU;ay"9^e^^
A GENUINE DIPLOMAT.
A woman boarded a Grand River avenue car, at
Washington avenue, the other day, who was hopping
mad, says the Detroit Free Press. The conductor recog-
nized the fact, and did not reach his paw down and rest
it on her shoulder in that benign and fatherly wa}' he
had affected all summer. In fact, he would have dodged
her altogether, but she stood in the door and surveyed
him from head to foot, and demanded:
"Conductor! I want the number of the car which
passed up ahead of you! "
" Ye'm — very sorry, ma'am, but I don't exactly recol-
lect whether it was 8,256 or 18,652," he humbly replied.
"But you know the driver?"
"Can't say I do, ma'am. Can't say I know any driver
but my own, and he isn't worth cultivating. Anything
wrong, ma'am.'"'
" Of course, there is! I stood right on the corner and
held up my hand and he never noticed me!"
"On the upper corner?"
"Certainly!"
" And you held up your hand?"
made him stand on his toes and whisper to himself:
" Ah, me boy ! But cold weather makes no difference
with soft soap — not in our line!"
LOS ANGELES RECEIVER'S REPORT.
FROM February 20 to October 13, 1893, D. K.
Trask was receiver for the Los Angeles Cable
Railway. In his final report and request for dis-
charge Mr. Trask shows that the receipts from all
sources were $201,434, and the total disbursements
$200,042, leaving a cash balance of $1,391. In addition
to the running expense Mr. Trask also paid $11,740 un-
paid debts contracted prior to his receivership, and has
settled all damage suits arising during his incumbency.
He wishes his remuneration placed at $1,000 a month.
The net earnings of the system during his term were
$43,468. Altogether the receiver's report is a most
creditable one, and proves what was always claimed by
C. B. Holmes, its principal promoter, that with the
revival of business in Los Angeles and good manage-
ment, the property would bear out the expectations
which brouirht it into existence.
hUKlV IVSS OF CAIiLb,.
"Yes, sir!"
"And waved it?"
" Very singular, ma'am. Please let me see your hand."
"There it is!" She snapped, as she held out a hand
which a No. 7 glove would have been a tight fit for.
"Ah, ma'am, the mystery is solved!" smiled the con-
ductor, as the color returned to his face. "It's no
wonder he didn't see a dainty little hand like that. Why,
if you'd held up both hands and one foot he'd have
winked and blinked, and hesitated to stop. I thought it
was funny. You ought to carry an umbrella or a palm-
leaf fan — indeed, you had; unless j'ou want a police
whistle with a silver chain to it like some carries. Go
right in and sit down ma'am. If I hadn't been looking
right at you I should never have supposed you wanted
my car."
She hesitated, smiled, gave her hand a toss, and went
in and sat down. She did even more. She looked out
of the window and smiled at the conductor in a way that
A REEL TRUE STORY.
/I TONS of cable, 40 horses in teams of two
I /^^ abreast, and a large and admiring crowd, are
I v_/ the principal features of the engraving
shown on this page, and the incidents in the moving of a
reel of wire rope, made by the Cahfornia Wire Works,
San Francisco. The exact weight of the "shoe string"
was 79,283 pounds and it was twisted for the St. Louis
Cable Railway Company of St. Louis. It was to be
delivered to the Southern Pacific Railway Company from
the wire company's works at 322 Bay Street. The
engraving was reproduced from a photograph and shows
everything except the Golden Gate profanity of the
drivers when the teams didn't pull together.
The Third Avenue Railroad Company, of New York,
has declared its usual semi-annual 2-per-cent dividend on
its $7,000,000 stock.
(^lxed.j^\aiWciy-j\a^
767
THE RETURN CIRCUIT OF AN ELECTRIC STREET RAILWAY.
A Paper Read Before the Wisconsin Electric Club, by O. M. Rau, Electrical Engineer, Milwaukee
Street Railway Company.
THE subject of a return circuit for an electric rail-
way system has been the cause of much discus-
sion, both in journals and lectures. The prevail-
ing opinion formed from these discussions, is that the
return circuit is insufficient, and that innumerable troubles
can be avoided by increasing the return circuit. Hence,
the question arises, will this ever be made large enough?
The main object of a ground return, is to have as small
a loss as possible, so as to avoid the
troubles which are attributed to this
part of a railway system. An exces-
sive drop of potential in the return
circuit, not only gives poor results in
the operation of cars, but greatly
facilitates the electrolytic action on
surrounding metallic bodies, which has
given much an.xiety to both electri-
o. M. RAU. cians and city engineers. The ground
has been relied on as a conductor, but to what extent or
percentage this medium acted as such, has until lately not
been considered; and even at this late date, it is proposed
to use the earth through the medium of ground plates,
placed at regular intervals along the track, and sunk into
the earth to a depth where permanent dampness can be
found. To demonstrate the usefulness of these plates, an
incident connected with the railway system in this city, will
afford a good example. The bridge cable became parted
by accident, causing the current to the bridge to be cut off.
To avoid delay it was proposed to sink a ground connec-
tion at the edge of the river, and another at the bridge,
and derive a current in this way to operate the cars and
bridge motor. Car wheels, to which were attached a
oooo copper wire, were sunk to the bottom of the river,
at a distance of 150 feet frory each other, but it was
found that a current not exceeding 20 amperes was all
that could be obtained through the circuit. Hence, that
amount being barely sufficient to operate the draw-bridge
motor, the project had to be abandoned and a temporary
metallic conductor laid until the cable was repaired. Con-
sidering these conditions, where every possible advantage
for a ground connection was at hand, it is very evident
that the ground plates add very little to the return circuit
of a street railway system. To increase the return cir-
cuit, so that the loss would be very small, would consid-
erably increase the cost of construction, and it is here
where the great trouble lies. It must be admitted that
the cost of a good return is certainly very great in the
construction of a railway plant, but it is, however, only a
simple matter to calculate how long the plant will be in
operation before the ground return circuit will pay for
itself in the saving it has made. This fact is often lost
sight of, while it should be the primary consideration for
constructing engineers.
In some of the earliest electric roads the ground was
omitted entirely as a conducting medium, and a return
circuit was calculated for a certain drop and the con-
ductor laid accordingly.
In the electrical equipment of one of those roads, each
length of track was connected to this conductor (which
was of copper) and the bonding, which was not very
thoroughly carried out, was only relied on as a substitute.
This, although a very expensive construction, proves that
the ground return was considered as important, by early
electricians, as any other parts of the system. It is only
through the saving in the cost) of construction that this
part of the system has brought itself so conspicuously
before the public. With the supply feeder it is a simple
question of how much drop to allow for, and calculate the
size of the conductors accordingly, and the amount allow-
able for this drop is readily ascertained by comparing the
amount to be used in this part of the system, and the
amount the system, while operating, can afford to loose,
which is directl}' dependent on the cost of generating
power, but we have a basis upon which accurate figures
can be made and we can determine what is going on in
this part of the system. , In the ground return it is an
entirely approximate figure, and in but few roads is it
taken into consideration at all ; it being simply stated that
there is no drop in the return circuit. Since it is a very
complicated and ditticult matter to arrive at accurately,
either by calculation or test, this statement is generally
accepted. The return circuit being in the ground escapes
the usual inspection which the other parts of the system
are subjected to, and any defects which otherwise would
be noticed are left to take care of themselves, except
when complaints are received from drivers of vehicles
whose horses have received shocks; a broken bond or a
defect in the return circuit would not be discovered and
would receive no attention. During the winter the
defective spots on the return circuit are quite easily
located, when a faulty rail bond will keep the snow and
ice from forming around the joint and a damp spot will
there be found while the earth will be frozen around it.
A system of bonding where the bond will have the same
conducting area as the rail is sufficient with the present
heavy rail construction. In a system, however, where a
number of independent lines are constructed radiating
from one or two main lines this is not advisable, even if
the rail bonds and rails have capacity enough to carry
the current with a low per-centage of loss. Tracks have
to be torn up and repaired and in some cases left out for
a length of time. To have the return entirely dependent
768
(^tiectlf\ailM^ay'l(^2y^
on them would cause inconvenience to the repair work
as well as an occasional stop on the system. This of
course could be avoided if care is taken and the tracks
cross-bonded with the up and down tracks, as both are
rarely disturbed at one time.
If, however, repairing is done near the power house,
where the ground connection is made with the station
generators, it is a question whether the carrying capacity
of the undisturbed rails is large enough. When such
conditions arise, the advantage of return feeders laid to
different distributing centers can hardly be discarded.
A system thus constructed will not be subject to the
criticism of the daily papers, by their reports of runaways
caused by a charged rail, and it would assuredly be a
great friend to the horses.
This has been very forcibly brought to my notice in
this city, where we have both systems of ground return.
When out driving the horse will cross the return feeder
system track very gently, but when he comes to the
tracks dependent alone on the bonding for return, he will
try to avoid stepping on them, or race across at a Maud
S. pace.
Whether the horse is an expert on bonding I do not
know, but it is evident that he does not desire to be the
medium for increasing the return. Where a return
feeder is used, it is almost impossible to shock a horse
while crossing the tracks, as they are fed two ways. A
broken bond will not open the circuit.
The size or amount of these return feeders is an
approximate calculation at best, but by using good judg-
ment for their distributing centers, and considering the
number of cars liable to be in the vicinitj' of these centers
at one time, a fairly accurate size can be determined on.
By allowing a drop of 25 per cent in these feeders (not
including the rail), a very efficient return circuit is
obtained if the track is carefully bonded. Although, as
I have already shown, the return feeder will be very
expensive as an outlay at first, yet I have no hesitation in
saying that it will more than pay for itself in the saving
in the coal pile, besides giving satisfactory results in the
operation of the road. The deterioration of the ground
feeder, or supplementary wire, as it is sometimes called,
is brought in as an argument against them, but if properly
laid, there is no reason for any anxietj^ from this cause.
A very durable plan for laying these feeders is to lay the
bare copper wire in a piece of grooved lumber, the
groove being considerably larger than the wire. The
end of the lumber should be cut at a sharp angle, so that
the joints will overlap and allow for a nail to be driven in
them to hold them firmly. The groove is then filled with
a mixture of tar and pitch, at a ratio of eight barrels of
pitch to one of tar. This mixture is pliable, and expands
and contracts enough with the changes of the atmosphere
and prevents dampness from the copper wire. A wood
cover is nailed over the top of the groove after being
filled. The trench in which the return feeder is laid is
about one foot deep, and is run near the inside rail. The
distribution of the return current is also much more com-
plete by a system of this kind.
The track near the power house is as little overloaded
as that a mile away, as the current is taken from the
track by the feeders and returned through them to the
station. The street railway in this city has the advant-
age of an excellent return feeder, that is giving very satis-
factory results, notwithstanding the difficulties encoun-
tered in the opening of streets and constructing of sewers
through the lines of the railway, besides having numerous
draw-bridges and the power house located some distance
from an}' of its lines.
The tracks are mostly heavy girder rails, which are
securely bonded with bonds of -^^ inch iron wire. This
plan of bonding was specified in the construction contract
and carried out accordingly. The bond used in this con-
struction is perhaps worthy of a little explanation. It
consists of a piece of iron wire, bent at right angles at
each end. The length of the bond head is sufficient to
allow for a washer, with a groove on one side to fit the
main part of the bond, and to go through the web of the
rail*. This washer lies against the rail, forming a
a shoulder, so that when the bond is riveted to the rail,
it makes a solid joint. Although the bon€ consists of
three pieces, electrically it is only one. These bonds are
at every fourth joint cross-bonded to the four rails of a
double track road. The cross-connections consists of }i
inch iron cable. This system of bonding is carried out
throughout the entire system.
The tracks nearest to the front of the station are con-
nected to the ground bus bar in the power house with a
500,000 circular mil cable, and those nearest the rear
of the station with a cable of the same area, which
crosses the river. Besides these tliere are six return
feeders of 0000 copper wire also connected to this bus
bar. These feeders extend to six diffeient centers of dis-
tribution, where they are connected at intervals of 200
feet to the track which they are intended to feed. By
this means there are eight independent returns to the
station. The most important part of the ground return
system is the manner of making connections to water
mains, and it is to this important feature of this system
that this paper was first intended.
Electrolysis has caused a great deal of trouble between
city engineers and electric railways on account of the
injury done to city water mains, and as city engineers have
placed the responsibility on the railway company, it is
apparent that something should be done to avoid this
action. Here comes the question ; can enough ground
return be laid so as to avoid this action ? I have a few
photographs of pipes taken out from the city water
mains. Number i was taken from a point in the street
about 200 feet from the power house. The railway near
which this pipe was, had been in operation four years
before the pipe was taken out. The rails were bonded
Number 4 copper wire, and a Number o copper supple-
mentary wire was laid between the rails, and not being
protected in any way it became so badly corroded as to
render it almost useless. Number 2 shows where a con-
nection was made to the water main with a piece of cop-
per wire. Between this wire and the pipe a wedge was
*For full description of this bond, which is the invention of A. Von Hoffman, of
Milwaukee, see page 420 of the Street Railway Review, for July, 1S93.
(^ticd. »i\mWwlJ^eyic\v^
760
driven to tighten the wire to the pipe, then on raising the
wire a distance from the pipe, on one side the action took
place between the wire and the pipe, thus eating it away
as shown.
It is apparent that as long as there is a conducting
medium in close proximity to the track, which is of a com-
parative resistance to that of the track or return circuit, a
portion of the current in the track will flow into this con-
ductor unless it is insulated from the return circuit ; and
as this is impossible, the portion of current carried by this
conductor is in proportion as the combined resistance of
the connecting medium and conductor is to the return
circuit.
Although it is almost impossible to measure these
quantities, we can for example take a track having a
resistance of lO ohms and the water pipe which is at an
approximate figure of lO ohms ; slip the electrolyte or
conducting medium between the track and pipes at 190
ohms and the current carried by the pipe will be as 10 is
to 200 or i-2o,and if the current is 100 amperes the pipe
will carry 5. The electrolytic action of 5 amperes, of cur-
rent on an iron pipe in favorable soil is considerable and
this is not an extreme case. That the resistance from
the track to the water pipe in some cases is very low, is
undoubtable and as it is not an equal resistance through
its entire length is the detrimental point. If there were
a leakage from the rail to the pipe on its entire length we
would not hear from this trouble for years to come ; but
as it is accruing in one place more than another it
decomposes the iron at that point more rapidly. It is
apparent that the place where the current leaves the
track to go to the water pipe will show no signs of elec-
trolytic action, but as the pipe has the current it will
leave it at some distant point and it is at this point that
the pipe is affected. This is generall)' near the power
house or where the least resistance is offered to the pas-
sage of the current in the pipe, to the ground bus at
the station.
To overcome this it is necessary to insulate the pipe
from all possible grounds which are apt to form an
approximate low resistance, so as to ha\e a universal
leakage from the track to the water pipe, or connect the
water pipe to the track so as to have no difference of
resistance between them, or the ground bus at the station.
By this latter means the current will form no electrolytic
action at any one place more than another, nor in fact at
any place at all. The current will be conducted to and
from the pipe through conductors and not through an
electrolyte, thus avoiding all possible decomposition by
the current. This plan is at present in vogue on the
railway system in this city and it met the approval of
the city engineers after much investigation, careful
research and consideration. A very careful record is
being kept to prove the success of this system. To the
forty miles of road there are sixty water main connections
made with iron clamps thoroughly cleaned inside and the
pipe is filed smoothly where the clamp comes in contact
with it. Bolted to the clampisa lug to which is soldered
the connecting cable which runs to the four tracks. The
clamp and pipe are thoroughly painted with a water
proof paint to prevent corroding. This joint after being
laid one year has proven to be as good as when first made.
To insure a perfect connection to the ground bus in the
station a ';oo,ooo circular mil cable is connected to the
large lo-inch water main in front of the station and a
similar cable crosses the river and is connected to a 12-
inch main on the opposite side of the river.
In experimenting before the water pipe connections
were made I found that a wire connected from the water
pipe in the station to the ground bus gave quite a spark,
and on applying an ammeter it registered from 3 to 6
per cent of the total load of the station on a dry day, and
on a wet day as high as 10 per cent. This plan of con-
necting the water pipe throughout the city with the tracks,
and having a good return connection from them to the
station bus bar, not only insures the city against any
deterioration of the water pipes, but increases the ground
return very materially, and in tests made on the railway
plant in this city I find that 28 per cent of the total output
is returned by the water mains, and this per centage
remains constant during damp and dry weather, which
proves that there is no leak of the current to the pipe
through the improved conductivity of the earth. This
increase in the return circuit represents an investment of
$8,000.00 on return feeders and increase in the return of
28 per cent, which is a very important factor in the
operating expenses of an electric railway and as far as
present indications show avoids any further electrolytic
action.
COLUMBUS BENEFIT ASSOCIATION.
THE employes of the Columbus, O., Street Railway
Company have formed a Beneficial Association,
the object of which is to give to every member the
assurance that in case misfortune or death comes, he or
his family shall receive aid, not as charity, but as due.
Any employe of the company, of three months' standing,
between the ages of twenty-one and fifty, and of good
moral habits, may belong. Members sick or disabled
from any cause, except " immoral conduct," shall receive
five dollars a week benefit. In case of death each mem-
ber is assessed one dollar, but $50 is paid immediately to
the family. The secretary and treasurer receives $10 a
month, and the sergeant-at-arms one dollar a meeting.
A physician is employed, who is paid by the association.
In another place the local benefit association employs a
physician on a yearly salary, to attend to the health of
the members and their families. In nearly every town a
young physician may be found, to whom a steady income
of $50 or $60 a month, or even less, will indemnify for
all time spent on the families of 100 employes. Com-
petent young physicians may be found in every com-
munity. This co-operative arrangement makes calls on
the physician more frequent, and happily applies the
adage, " An ounce of prevention is worth a pound of
cure."
770
(^{jicfii^^^iiMla^^y^w^
SAFETY GATE FASTENER.
AN entirely new idea in a fastener for safety gates
for car [platforms has been worked out by F. H.
Stanwood, president of the Stanwood Manufactur-
ing Company, of Chicago. Removable gates, such as
are used on most roads, are generally hooked on one side
to the bod}' of the car. and afterwards so held in position
by a clasp and pin to the grab handle of the dash. Some-
times the pin is lost, which occasions trouble, and in any
event, the operation of so fastening the clamp occupies
time. The illustration is in itself a good description of
SAFETY GATE FASTENER.
Mr. Stanwood's device, which is made of metal, and
riveted firmly to the gate. The shoulder of the " U,"
being on a swivel, allows it to follow the curved line of
the grab handle, when it is desired to detach or fi.x the
gate in its proper position. When set, the gate cannot
become unseated, except by lifting it the same distance as
in the method at present employed, but permits of the
conductor or driver making the change instantly, which
under ordinarj' circumstances is desirable, and in case of
any emergency may be specially valuable.
ANTHONY RECKENZAUN.
THE death of Anthony Reckenzaun, occurred on
November ii, at his home in Stockwell, Eng-
land. For many years Mr. Reckenzaun has
been one of the most familiar figures at electric associa-
tion meetings and congresses, and one of the most pro-
lific writers on electrical matters. His contributions to
traction literature and his researches in storage battery
lines have been of particular note.
Anthony Reckenzaun was born at Gratz, Austria, in
1S50, and received an e.xcellent education, both genei-al
and technical. In 1872 he went to London as a mechan-
ical engineer in a marine engineering office. He here
gained high honors, also under the South Kensington
science department on "Steam" and "Marine Drawing
and Construction." In 1878 he began to devote his time
to electrical engineering, which he had studied previously.
In earnestly advocating storage batteries, Mr. Recken-
zaun is best known, and to a great degree the present
commercial value of the storage battery is due to his
efforts. In 1882 he designed a storage battery launch,
which was perfected in the "Volta" in 1886. About
18S3 he placed a storage battery car on the Metropolitan
Tramways of London. He was awarded a silver medal
for his paper on "Electric Locomotion," and in 1892 his
contribution on " Load Diagrams and Cost of Electric
Traction," was awarded the Paris electrical e.xhibition
premium.
Mr. Reckenzaun spent a year in America, building an
electric launch, the Magnet, and attempting to perfect his
storage battery cars. His treatise on " Electric Trac-
tion" bears evidence of his keen appreciation of the trol-
ley system, and its introduction into Great Britam gave
him much pleasure.
Mr. Reckenzaun's many admirable personal traits
made him a welcome visitor at the various electro-social
occasions, and his profound learning made him a member
of all the more prominent electrical societies, by which
his death is deeply lamented, as well as by the electrical
fraternity at large.
THE ROBINS' LIFE GUARD.
AMONG the very numerous fenders that have been
invented, the Robins' life guard is one of the few
that have been put to a really practical test, viz.,
that of landing in safety human beings from the track in
front. Two points are embodied in this fender that are
not ordinarily thought of in fender design. One is, that
it prevents the person caught from striking the dash-
board; the other, that it has a second guard, to prevent
the individual from falling out after he is caught. As
will be seen from the engraving, which represents a man
as caught by the guard, October 10, 1893, in Brooklyn,
the fender consists of an iron frame, bolted to the under
part of the car body, and extending in front of the car
2^2 feet. The frame is of one-inch gas pipe. It occupies
a space of ten inches when folded. The netting, which
THE FRAME IS ONE INCH GAS PIPE
is wire, is attached to the frame by springs, to cushion
the shock. The guards are rubber tubing, on a spring
frame. In tests made on several roads, over two hun-
dred and fifty people have been struck and safely landed,
at speeds of from four to twelve miles an hour. The
maker is the Robins Life Guard & Manufacturing Com-
pany, Manhattan building, Philadelphia, Pa.
(^laed/li^^£uWxi|y"j^ylcW*
71
A NEW WAY TO GET TROLLEY WIRE.
WE are at a loss whether to head this article
"A New Way to Get Trolley Wire," or
"A New Use for Old Motors." Five years
ago the Bloomington, 111., City Railway "equipped
itself with electricity" in the form of a lot of Daft 220-
volt motors, with dynamos to correspond. These
motors, as all old timers will know occupied the greater
part of the space between the axles of a six foot truck,
and gave the idea that a 90-kilowatt generator had
broken loose from the power house and was trying to
hide under the car. The fields were laminated with
delicate bars of iron an inch square. It was not strange
therefore, that in the course of two years. General Man-
ager Patterson saw fit to make a fine large scrap heap of
the Daft outfit and substitute something more modern.
A look of sadness crept over his face as he beheld the big
pile of iron and copper going to waste and he began to
investigate the field windings. Eureka! They proved to
be wound with Number i hard copper, with over 300 feet
on each. The wire was unwound, and straightened, the
cotton insulation scraped off, and behold! The company
was ahead several thousand feet of good trolley wire,
most of which is doing service on the road today, and
which can not be distinguished from the genuine orthodox
article.
NEW YORK CITY RAPID TRANSIT.
IT is anything but a matter of news to remind our
readers of the existence of the Rapid Transit Com-
mission in New York. It was generally supposed
that body had outlived its usefulness, and had died a
natural, though protracted death, and had left no heir.
The ghost of underground transportation will not down,
or rather up, and now comes forward again Mr Reno,
claiming this time, abundant American and English cap-
ital necessary to do the deed. The Reno system has
already been fully exploited in these columns. The only
modification of recent months, being the substitution of
electricity for steam locomotives, which is unquestionably
a change for the better. The experience of Londoners,
if the daily and technical press of that city is any criterion,
has been anything but satisfactory in the use of the sub-
terranean route; while the reports of the elevated electric
line in Liverpool, make a better showing from every
standpoint, — comfort, speed and economy. Mr. Reno's
latest estimate for ten miles of four track underground
way is as follows:
io>2 miles 4-track system, proper at $1,410,000 per mile $14,700,000
26 way stations; average cost, $100,000 2,600,000
10 combination express trains, at li;i5o,ooo 1,500,000
Ooo passenger cars, at $3,500 each j, 100,000
100 electric engines, 250 h, p , at $4,000 400,000
Lighting and ventilating equipment 200,000
3 electric power stations, 10,000 h. p. each 1,000,000
Electric power conductors, etc 150,000
.Storage, yards, terminals, etc 2,000,000
Total $24,050,000
JOHN BYRNS, DRIVER.
JOHN BYRNS.
THERE are mari}' drivers, motormen and gripmen
who have made trips equal to a voyage around
the world. Twentj-five thousand miles is not an
exceptional record. Twenty-five times around the world
is, though, and it would take
^^ a life long service to make.
jP|F^ Such however, is the record
J of John Byrns, driver, of the
West End Street Railway Com-
pany, Boston. Byrns is the vet-
eran driver and for forty years
his famiHar figure has marked
the front platform or the box of
the street car or stage that
has plied between Boston and
Somerville.
Mr. Byrns is a young fellow of sixty-four, of medium
height, blue eyes, light complexion and kindly counten-
ance. He was born in Ireland and served his appren-
ticeship in driving horses on his native heath, coming to
America at the age of twenty-two, a year later he went
to Boston and then to Somerville, where his transporta-
tion experience was continued from the box of the Put-
nam and Teele coaches. The coaches made half hour
trips during the day, and fifteen minute trips during the
rush hours. The fare was first, 15 cents, then 10 cents
or twelve for a dollar. Conductors boarded the coaches,
collected the tickets, got off and went back for the next
coach. About i860 the Somerville horse cars were put
in commission, and Byrns transferred his allegiance to
the new vehicles. " It was during the old coach days,"
sa\s Byrns, "that men paid from three to five dollars for
a seat on the top of my coach to see the torchlight pro-
cession in honor of Lincoln's " first election."
Mr. Byrns is also a veteran of the late war, enlisting
in 1862, in Company E 39th Massachusetts, and serving
to the end. After the war, a short period of indoor work
made him long for the front platform and he became
again a driver on the Somerville avenue line. In regard
to the good old times, driver Byrns, says:
" I drove for three years and then became foreman of
the West Somerville stables for four years. When I
went into the stables I was making nine trips a day from
10 a. m. to I a. m. We had no dinner hour then, we
could either go without or eat all we wanted before start-
ing. Seven or eight trips made a day's work and we
were not paid for extra time either. The estimate of
driver Byrns life's work is as follows: average length of
trips 10 miles; trips per day, five; time of driving 40
years, total 640,000 miles or twenty-five times around the
world. Driver Byrns has seen the total destruction of
the coaching business, the inauguration of the street
railway business, the eclipse of the horse-car, and the
strength of the electric railway, all contiuering. His
career is a commentary on progress, and he may li\e to
see many more advances in electric traction.
(^|yicd^j\aiWxiyli^yicw^
AFTER THE FAIR.
IN spite of prophesy, cranks and the proverbial slow-
ness of official machinery, the White City of a sum-
mer's life is now dissolving into its component ele-
ments, and the exhibits are returning from ornament to use.
It was but six months ago that the reader's of the
Review were invited to take a stroll with the Reviewer,
who promised many instructive rapid transit sights, in a
few rapid transit flights about the buildings and the
grounds of Jackson Park.
all the buildings, especially those state buildings in which
agricultural art was illustrated by grain of various kind.
The agricultural building is a mine of wealth and peans
of sparrow joy are constantly heard there. The newly
married couple would be happy in Greenland, the)' hold
each others' hands and coo and coo in each others frosted
ears regardless of expense.
The crowds of October has given way to a handfull
of people, numbered by the few lingering turn-stiles at
300 or, 500 or 750, according as the day is clear or
cloudy.
But not so now. In the first place, Jackson Park is a
cold, cold place with wild and untamed breezes from
Lake Michigan, whistling over an expanse of snow.
Inside the buildings it is colder yet to stand, and the
erstwhile statuesque Columbian guard paces rapidly to
and fro and applies his Stoney Island avenue breath to
his numbed fingers. In rare instance there is a little
warmth and diversion created by heated altercations
between the teamsters as to who has the right of way.
The only ones who enjoy Jackson Park are the
English sparrows and the newly married couple, who
thought the World's Fair would wait for them. The
English sparrows tind many crumbs of comfort in almost
Sic transit gloria mundi.
In the Transportation Building the same watchful bus-
iness like management of the clearing of the building is
noticed, as called forth our editorial praise in the installa-
tion. The great travelling electrical transfer table is
again called into action, and loading up with an 80-ton
locomotive or two, trips gaily down the annex and sets
its burden down on the side track. The steam cranes
are doing their good work, and matters are in wonder-
fully clear shape.
In street car row, where once all was life and light,
now stand only one or two lonely exhibits. The electric
transfer table, loading a little narrow gauge engine onto
(^tiktll^il^vj^m/
77J5
a flat, was a feature that excited the risibihties of our
artist. The big engines ran home by themselves.
In Electricity Building the destroyer has laid his with-
ering touch on the beautiful Western Electric Exhibit, and
nearly all the .smaller affairs have been removed. The
depleting of a General Electric 400-k. w., and a disunited
unit of Westinghouse, caught our shivering scribe as
descriptive of the building.
If all the wheels, in all the heads, of all the, judges of
all the exhibits, had sprung off on a tangent at once,
there could not have been any greater litter than
Machinery Hall, showed the Reviewing twain. It would
have made George Francis Train aweary to have beheld
the wheels. A few engines were running, enclosed
in canvas sheds.
It was like old times, eight or ten months ago.
The court of honor, with a long railway rip up one
side, and a gondola silently frozen into the grand basin,
were enough to start tears to the eyes of the tender
hearted beholder.
But tears freeze, so weep not, friend.
ELECTRIC LIGHT ON A CHICAGO CABLE
LINE.
THE American Battery Company's storage battery
is being tried for lighting some of the cable cars
on State street in this city. So far, there have
been but few equipments put on, as the City Railway
Company very wisely thinks best to do the experiment-
ing before the investing. This battery has come into
favor for lighting palace sleeping cars, and about one
hundred are now so supplied, and more are being fitted up,
at the rate of two a day. The battery outfit being tried
on the City Railway is 150 ampere hour capacity, and is
intended to light four 50 volt lamps, taking about two
amperes apiece for eighteen hours. The electrician of the
company is George Mayo, who is looking after its inter-
ests during the trial.
SUMMER RESORT ROADS.
THE Cottage City Street Railway, down in Massa-
chusetts, shows the years' net income as $1,515 74,
capital stock, $25,000, and an unfunded debt of
$26,482. The company paid no dividend, but with
present surplus has a fund of $3,260. There are 4^^
miles of road, making 7,960 round trips and carrying
83,600 passengers. There were no accidents.
The East Wareham, Onset Bay and Point Independ-
ence road, earned $1,097, net, out of an income of $6,-
803 76. It paid a 5 per cent dividend. It is a horse
line, lYz miles long, and carried 50,000 passengers.
Irate Passknoer (who has managed to board a car
that didn't stop): "Suppose I'd slipped and lost a leg,
then whatr"
Conductor (kindly): "You wouldn't have to do any
more jumpin' then. We always stops for a man with a
crutch."— Tid Bits.
FRONT VESTIBULES AT VINCENNES.
THE front vestibule fever, which was legislated upon
the Ohio roads, has been voluntarily taken up
across the western border of the State, and at
Vincennes, Ind., Edward F. Tindolph, secretary and
superintendent of the Citizens' Electric Street Railway,
has designed, constructed and put m service the vestibule
described and illustrated below, and with excellent results.
The entire construction of the frame work is made of
poplar strips, i ^ by i }^ inches, with the exceptions of
the two side projections at the bottom of the vestibule,
which are made of oak, and the 2 by 4 pine strip that
runs across to each end of these oak projections. The
lower parts are made quite heavy and bolted to the cross-
head of the car platform. Running upright on this are
the perpendicular frame pieces placed so that when the
canvas is stretched on and tacked down it gives a slight
bevel from the center window out to the side. The side
windows do not run parallel with the sides of the car but
are beveled slightly. All the joints of the framework that
cannot be safely secured by toe nailing are half cut and
THE VINCENNES VESTIBULE.
bolted with small bolts. The bottom of the vestibule is
floored and is used to carry a tool box and box of coal for
the stoves. The front end center window can be
raised and lowered to any height. The canvas is 40
inches wide and in two widths, having slits cut in it to let
handles pass through from dash board and then the slit is
sewed up. Vestibule is roofed with canvas and when
finished is given two coats of white lead. The brake
staff is not changed but vestibule is set about 13 inches
forward from center of dashboard. As the Westinghouse
sj'stem is used the handles do not interefere in the least.
The front of the vestibule may be arranged to hang signs
or headlight, by placing a strip of iron properly shaped,
above, and a light board below, to keep the headlight from
punching in the canvas. These vestibules are not built
with any intention of bucking wagons off the track, but
Mr. Tindolph reports it a great protection to his men and
it serves to break the wind from the car. Vestibules are
easily removed without disecting, during the summer.
r74
^IJwiiJ^aAWjc^^
ALWAYS ROOM AT THE TOP.
THE old adage about plentj' of room at the top of
the ladder was pressed rather hard in this city on
the occasion of Chicago Day at the World's Fair.
The views are of electric cars, on the Chicago City
Railway lines, equipped with Westinghouse motors and
McGuire trucks.
are, first, less initial cost, second, less power consump-
tion on light loads, third, fewer parts to inspect and keep
in repair, fourth, less weight. The advantage of double
equipment is ability to stand heavy loading without lower-
ing the efficiency. This may be in the form of pulling
trailers and climbing grades or bucking snow and smash-
ing through the ice. For some of these uses the single
motor is absolutely barred out. This brings us around
SINGLE AS AGAINST DOUBLE MOTOR
EQUIPMENT.
WHILE the single motor equipment undoubt-
edly has its place, it is a question whether it
has not been adopted too much in the past.
In this discussion, bevel gear motors are left out of the
account, the term single equipment being applied only to
the common single reduction motor mounted on one axle.
The tests on the Chicago City Railway published in the
Review last month show how easy it is to overload a
single motor of the size ordinarily put on. For light
traffic on a level road with light cars, and with conditions
always favorable as to weather, etc., the single equip-
ment is undoubtedly the best. How often do these con-
ditions prevail? A little thought will soon show that it
is very seldom. The points in favor of single equipment
in substance to the previous question — how man}' motor
cars are there that will not be subjected to such trying
conditions in regular work ? The answer to this ques-
tion should determine the number of single equipments
put on a road. The single motor cars may be regarded
as a sort of fine weather apparatus, .which has its field,
but which field is limited by the facts (i) that a slight
overload decreases the efficiency, (2) that the traction on
the rails is smaller, (3) that owing to the two foregoing
reasons they are unable to operate under adverse condi-
tions. During snow and sleet storms in winter the bal-
anced weight of two motors on a truck seems to be
necessary not only to break through snow and ice but to
secure traction. This being the case the simple enlarge-
ment of the single motor hardly fills the bill. The possi-
bility of using the series parallel controller with double
motors is another point in their favor.
<^KcctO\aiWiiy-j^A/leW"
( 10
THE URBANA & CHAMPAIGN ELECTRIC
RAILWAY AND ITS OPERATION.
HARRIS JR.
IT is commonly thought that no particular organiza-
tion and system is needed to run a small road, and
doubtless that is one reason why small roads are
not better paying investments. The large road, undoubt-
edly, has the ad<'antage in the way of economical opera-
tion and returns^ per mile run, and it is for this very rea-
son that the best of talent is required
to make a small road pay. The
Urbana & Champaign Electric Street
Railway, under the management of
its young president, B. F. Harris, Jr.,
with Superintendent H. J. Pepper as
his right hand man, is an example of
of a small road, in which full atten-
tion is given to all details, and in
which the organization is as thorough
as if the regular pay roll numbered
hundreds of men, instead of twenty-
six, as it does now.
First, be it known that the population of the two cities
(which are practically one), amounts to about 14,000, and
that the Urbana & Champaign Electric Street Railway
is a four mile, single track road, running from the eastern
part of Urbana to the western limits of Champaign, with
two branches about one mile in length.
From 500,000 to 600,000 people are
carried yearly. The distance from
the business part of Champaign to the
court house at Urbana, is about two
and one-half miles. Midway between
these points, is the State University, of
Illinois, which is the source of a con-
siderable travel. The company owns
seven Westinghouse motor cars, only
about half of which are required for
every day use. On special occasions
the whole equipment of seven motors
and seven trailers, proves none too
much. The rail is principally 50-pound
T, and brick paving is laid on the main
streets. The cars boast the reputation
of being the cleanest street cars regu-
larly run in the United States, and their
appearance certainly justifies it. One
precaution taken to insure this condi-
tion of affairs, is the posting of the following notice in
the cars:
PASSENGERS ARE REyUESTED
NOT TO DROP PAPERS OR SPIT ON THE FI.OOR.
A NEAT, CLEAN CAR IS APPRECIATED HY ALL.
It is probable that the scrupulously clean condition in
which the cars are kept, has an overawing effect on the
would-be tobacco spitting fiend. Electric heaters only
are used.
It is the policy of the management to insist on a strict
adherence to the rules, but at the same time be as liberal
as possible with its men. Rules are bound in book form
and all regular employes are expected to keep a copy of
them, both in pocket and in mind, The result is a very
small proportion of accidents. The front platforms are
kept closed and no passengers are allowed there.
In case a conductor or motorman wishes to be relieved
on account of sickness, or for any other reason, he must
get a written order from the office.
Last fall the present company began work on a suitable
power station to supply both light and railwa}' current.
It had to start on, an old shed, formerly graced with the
name of the " sugar works." At that time it contained a
car barn, and some railway and arc Hght machinery.
The first step was to tear down the part of the old fire-
trap used as a car barn. The balance could not be torn
down, as it contained machinery that was in daily use, so
the new structure was built over it, and when it was done
the " sugar works " were torn down. The result is a
light, air)' station, with plenty of room toward the roof
and plenty of chance for heated air to rise from hard
worked armatures. The moving " from one station to
another" was accomplished without a shut down. The
old shed being out of the way, the machinery capacity
was increased. The railway part of the work is done by
two of the old form of Westinghouse dynamos, of about
100 horse-power. The plant is so arranged that, if
CHAMPAIGN POWER STATION.
necessary, any division of the plant can be run by any
engine, by belting it to the countershaft with a belt
which is kept on hand for each engine. Ordinarily,
each engine runs a certain set of machinery, the rail-
way machines being driven by a Porter- Allen, high
speed engine, of 250 horse-power. In addition to the
railway load, about 150 horse-power is delivered to
motors. The majority of these motors are on meter,
the Thomson recording watt-meter being used. The
rates are 10 cents per horse-power hour, with discounts,
according to the following contract:
77(>
(^licd.j\a^^
AGREEMENT FOR ELECTRIC POWER SERVICE.
Gentlemen:
Please make arrangement to provide with power service at
for Electric Motor
of H.P. capacity, to be located on the floor,
for the purpose of operating \ — machinery. In
consideration of such service I agree to pay for the same at your regular
rates, and in every respect conform to your rates, rules and regulations;
said rates, rules and regulations being as follows:
RATES BY METER MEASURE.
lo cents per H P. hour, with the following discounts:
lo per cent discount on monthly bills of $15 00 and under, if paid in
ten days.
20 per cent discount on monthly bills of $15.00 to $30.00, if paid in
ten days.
30 per cent discount on monthly bills of $30.00 to $60.00, if paid in
ten days.
40 per cent discount on monthly bills of $60.00 to $75.00, if paid in
ten days.
The meter reads in Watt-hours, and H. P. hours are determined by
dividing Watt-hours by 746.
RATES BY CONTRACT.
One-horse power, $8.33 per month, net.
Two-horse power, $15 00 per month, net.
Over two-horse power, $6.25 per month per horse power.
to person or property arising, accruing or resulting from the use of the
power.
Consumer may discontinue the use of current for power service at the
expiration of contract time, and terminate this agreement by one month's
notice given in writing to the Company, and by payment to said Com-
pany of all amounts due up to the time of the discontinuance of such
use.
The Company reserves the right to disconnect and not to connect with
any motors, which it may consider to be other than economical and
efficient.
Subscribers are not permitted to use the current for any purpose or
purposes, or in any place other than is provided for in this contract,
without having first obtained the written consent of this Company, and
arranged to pay additional compensation therefor.
In case of deficiency of power or defective service, notice of the fault
should be given forthwith at the office of the Company, that the defect
may be remedied without delay.
This contract is not transferable without the written consent of the
Company.
Signed in duplicate by both parties.
A very neat way of keeping meter accounts is shown
by the receipt book leaf reproduced here. The dial faces
l)ali_-
l«l
Name.
Read by
Present Roading
-
Last Reading -■
Coiisiiniptioii,,
Fi'oin..
To..
For..
Amount for Current.
»
Amount for Exlias. -
*
Total of liill.
t
Collocli-d l>v ,
Ri'iual-ks:
n
Champaign, III.,
DEBTOR TO
■ 89
Ll)an;pai6i;) Elcch-ic Li6l)b ai;)cl Power Co.
Jo 000-
1000
ns4> (if power, from
Usft of liicftiuioseeiit Service, from
Lamp Renewals
Materials and LaWr*
rre-scnt Roadiiifi
Last RcadiiiE
Make all Checks payable to
b f. harris, jr.. pres.
Received Payment,
RECEIPT KOR METER ACCOUNTS.
Tliese charges are based on the maximum power used, irrespective of
size of motor, the maximum power being determined by a measurement
taken by the Company's Ampere Meter, each month, at the motor, with
all machinery running.
All rates are based on 10 hours' daily service, except Sunday and legal
holidays, from 7:00 a. m. to 6 p. m., and no power service will be
rendered for less than $5.00 per month. It being understood that this
power is contracted to be used for one year at rates named. Consumer
to exercise due care to prevent the waste of power supplied, and to use
the current only to operate the motor mentioned in this agreement.
Consumer to have the motor and connecting lines with switches,
rheostats, fuses, lightning arresters and cutouts from Company's service
wires properly erected and insulated, so that the building and contents
cannot be injured by the amount or pressure of the current delivered,
the Company in no event to be responsible for injury from any cause.
That this Company may properly guard its interests, it is necessary
that it shall, at reasonable times, by its authorized agents, have free
access to the premises in which the power is used, to determine if it is
being carried, distributed and used in proper manner, and In accordance
with these Rules and Regulations; and the Company reserves the right
to shut off the supply for any of the following reasons: ist, for repairs;
2nd, for want of supply; 3rd, for non-payment of bill when due.
In case the supply of power should fail, wliether from natural causes
or accident in any way, this Company shall not be liable for damages bv
the reason of such failure, nor shall it be liable in any event for damage
of the meter are printed on the receipt, and the man who
takes the monthly readings also marks the position of the
pointers on the dial face, so that not only is there a partial
check on the accuracy of his reading, but the consumer
has greater confidence in the correctness of his bill when
he can see just how his meter stood. The readings for
each meter are kept in a book for the purpose. In this
book the number of watt-hours recorded can be seen at
a glance for any month. It will be noticed that the
receipt is adapted to both light and power work.
The largest motor in the service is running a planing
mill. It is rated as 25 horse-power. Two of 20 horse-
power have just been installed in a large railroad transfer
elevator. The installation in this elevator is a model of
safe wiring, and the motors are enclosed in wooden cases
having doors on all sides and windows in the lids.
The same careful organization that is shown in all
other departments, exists in the pay roll and employment
of men. The road being small, each crew has a definite
<iHicctj\ailw^li\eyicW*
777
time of service. If an\- crew is behind in getting around,
complaint is soon heard from the crew that it is to relieve.
Motormen are considered as conductor's assistants, and
the main responsibility rests on the conductors. Car
crews are given a rest ever^' fourth daj-. Conductors
wages are between $13 and $14 a week. Every night
the conductors hand in reports, showing what cars they
have had during the day and the names of motormen.
Workmen around the plant or on the lines are required
to hand in time sheets every night, signed by the head of
the department they are working in, giving the hours
the}' worked, the price per hour and the occupation.
Workmen from other establishments around the city are
given a time sheet signed by the head of the department
in which the work is going on, which must be handed in
with the bill presented against the street railway com-
pany.. An order is issued from the office for all supplies
bought and no bills allowed unless such order is shown
with them. Paying is done weekly. Pay roll blanks
provide a line for each man, on which is entered the
name, service, time, wages, amount, and signature of the
employe in receipt for the amount received.
The company keeps on sale a class of tickets known
as "merchants' tickets." These are sold to merchants
at the rate of 4 '4^ cents apiece for amounts over 100,
and the privilege is given each buyer to have his adver-
tisement printed on the back. Merchants give these
away to purchasers, which in turn induces more trade
and more riding. About 250 a week are sold of this
kind of tickets, one merchant taking 100.
In the past, a liberal accident insurance has been carried,
but the coming year this is to be supplanted by a plan
which it is hoped will have the same ultimate result.
The amount usually paid as a premium on accident
insurance is to be laid aside to pay for whatever
accidents may occur, and if any is left at the close of
the year, it is to be divided among the conductors and
motormen. From the accident record in the past, the
amount to be divided will probably be a large per cent
of the sum laid aside.
The road carries the United States mail between the
two towns.
B. F. Harris, Jr., the president, treasurer and general
manager, who owns the greater part of the stock and
who is mainly responsible for the excellent condition the
affairs of the road are in, is a young man, being only 25
years of age. He is the youngest of three generations
of the Harris family, all of which are in active business at
Champaign, and together own a controlling interest in
nearly all the leading enterprises there, besides being
among the largest land holders in the state. B. F. Har-
ris, Jr., received his education as a mechanical engineer
in the University of Illinois, and as a lawyer at Columbia
College Law School, New York, from which latter he
holds an L.L. B. An active life is a necessity to the
Harris temperament, as Mr. Harris has shown, both by
his record in college and in business, and he promises to
maintain the position in the community held by the Har-
ris family for so many years.
THE R. & E. TROLLEY HEAD.
THE R. & E. trolly head here illustrated is a pro-
duct of the factor}' of Ray & Elsinger, Terre
Haute, Ind. One of the principal strong, points
claimed for this harp is that it is separate from the pole
socket, the socket being a permanent fixture on the pole.
This is done to save taking the pole off the car to put on
a new wheel. Care has been taken in the design of the
harp to avoid all sharp corners and round edges, so that
it cannot catch on any of the overhead work. The wheel
is of bronze and has a graphite bushing, on which no oil
must be used. The rope is fastened to the head by a
loose brass ring with an eye in it. On each side of the
hub iron washers are used to prevent wear on the harp.
The entire device is strong, symmetrical and is proving
very popular wherever introduced.
THE UNIVERSAL BRACE.
TO the electrician who does inside wiring his brace
is a very important piece of apparatus and, in the
majority of cases, it has to be used next to walls
and in corners. The universal brace is made so as to
give the same motion relative to the work, as an ordi-
nary brace. It can -be used with equal ease and effective-
ness in any position. Tiie thrust is directly in line with
the bit. The frame is held in any working position with
one hand and the direction positively controlled. The
crank arm revolving at right angles to the bit, the motion
is natural and convenient. The frame is light, rigid and
strong. It is intended to do the work of the ordinary
brace and angle brace besides. It was first introduced in
England, France and Germany, where it is extensively
used. The manufacturers are the National Manufactur-
ing Company, of Wilkes-Barre, Pa.
STORM VESTIBULES IN TOLEDO.
THE Ohio vestibule law, which has been fully
explained in these columns, calls for a protection
of canvas or other material. At Toledo, General
Manager Lang found it ditHcult to adopt a wood or iron
protection, and so had his cars equipped with a canvas
front, suspended from the hood and slanting outward to
a point opposite the dash rail, then inclined inward to a
point midway between rail and platform. At the top the
canvas is attached by hooks, and at the bottom by fasten-
ing to the ends of the platform cross sill. This permits
msr
-,
^
f
' Sheet moN ^
J
m
1
7
c
/
\
o
/
BH^nM
V-
-yj
i
i
THE TOLEDO STORM VESTIBULE
of its easy removal when desired. The canvas extends
across the entire front of the car, and being bulged,
allows room in which to work the brake handle; it is also
cut for two windows, as shown in the illustration.
When the screens were put in service there was objec-
tion on the part of somebody, and the Toledo companies,
together with twenty employes, were called before the
grand jury, to determine whether or not the device com-
plied with the law. It clearly does comply with the legal
requirements, and the grand jury was unable to make
out a bill, and the case was dismissed.
AETNA SECTION INSULATOR.
THIS insulator has been severely tested before plac-
ing on the market. It is of simple design, strong
and durable. The wooden piece between the
terminals is renewable and can be changed while on the
line. A convenient clamping device renders it possible
to leave enough trolley wire coiled on top of the section
insulator, to allow of its being let out to repair the line in
case of a break.
Another part of this combination clamp holds the feed
wire in such a way as to obviate the necessity of stripping
the insulation from the wire, except at the part held by
the clamp. By this arrangement the feeder wire is left
insulated from the poles to the section insulators and
between the lines where there is a double track.
The insulation is Aetna; no awkward hood is necessary
to protect the insulation. Of the several hundreds already
in use none have been provided with hoods and results
are reported as highly satisfactory. It is manufactured
by Albert and J. M. Anderson, Boston.
THE RAY PULLEY COVERING.
E\^ E R Y few months the mechanical world is
startled by some invention which, though
apparently an absurdity on first inspection,
proves to be a remarkably practical and efficient device.
The Walker differential cable drum is probably the most
prominent example of this. The pulley covering here
described is one of the same class of absurdities, which
work so well in practice. It consists simply in wrapping
the pulley with ordinary bell or sash cord. In applying
this covering the cord is kept from slipping off the edge
of the pulley rim by passing the cord under the rim at
regular intervals on the convolution nearest the edsre.
The use of a slightly flanged pulley would obviate the
necessity of this. The drawings show it as applied to an
ordinary railway generator pulley. The invention is the
property of Sol. Ray, chief engineer of the City Electric
Company, Decatur, 111., and was evolved by the necessi-
ties of the station, which was having continual trouble
with the belts coming off its 90 kilowatt generator
pulleys. Every pulley covering on the market was tried
without success, until Mr. Ray. in a fit of desperation,
wound the pulley faces with bell cord as described, gave
the rope a good coat of pine tar, put on the belt and
started up, with the result that there has been no trouble
since. The covering has also been tried with success on
several other large pulleys in Decatur.
THE REVIEW HAS HORNS.
THE Review has horns, and a very pretty set, too,
the kind remembrance of Fred S. Wardwell,
recently general manager of the Duluth street
railway system. The horns are connected up properly
in series, and surmount a nicely mounted head, once the
possessor of a large and nimble body, probably an expert
at rail bounding, but whose existence was short circuited
by the intense voltage of Mr. Wardwell's high speed
rifle. The aforesaid horns have been duly installed in
the chief editorial dungeon, where they are a source of
great admiration.
(^ticet J^di¥/a^j\^/\/w\\^
779
NEW LINES FOR HAVANA, CUBA.
THE CITY LOSES.
AMERICAN street railway capitalists have had so
much to occupj' their minds and money at home,
they have not as yet, gone extensively into foreign
cities, as have the British investors in Jlurope, South
America, Australia and India. Cuba, however, is so near
our own country, both in geographical miles and com-
mercial interests, and the transportation facilities of its
principal city are so poor, as to have attracted some
enterprising Yankees, who in connection with Edward
Morton & Co., of 53 Broadwa^■, New York City, have
just closed the purchase of a concession for an important
system in the cit\' of Havana. The concession is consid-
ered a very valuable one, and was onh- obtained after a
severe fight and mainly on account of the influential posi-
tion of the parties applj'ing for it; is for sixty years and
covers about fifteen miles of the main streets, and the
most densely populated portion of the city, taking in all
the principal public buildings, hotels, theatres and parks.
The present street railway system only accommodates
a portion of the cit)' and does not traverse the most
thickly settled portion. It has a length of thirty kilome-
tres and runs through twenty-two wards, with 144,347
inhabitants, which gives an average of 4,812 inhabitants
per kilometer. The new system, with only eighteen
kilometers, runs across twenty-two wards, with
141,562 inhabitants, or an average of 7,864
inhabitants per kilometers. In density of popu-
lation the new road has an advantage of up-
wards of 35 per cent.
The new lines will not in any sense be com-
petitive, but will route through an independent
section, with the advantage of running through
a more dense and popular portion of the cil\ .
The old company with a much larger mile-
age, has for years paid dividends of 9 per cent
on a capital of $1,600,000. It is expected
that the new company, with a smaller mile-
age and much less capital will even pay better
than this.
We understand that arrangements are being
made to commence the construction of the
road immediately and to push it to completion
with all speed, and while on account of the
narrow streets, electricity is not at present per-
mitted, the cost of operating by animal power
is not excessive and the change to electricity
is something to be hoped for later.
THE London, Ontario, street railway difficulty has
become historical in Canada. It has culminated
in a decision of Judge Falconbridge in favor of
the railway companj'.
The history of the case is this: The street railway
employes were busy laying track on a London street last
July. The company claimed that it was merely placing
a switch. The aldermen thought it was a double track.
The council met hastily that afternoon, and left the mat-
ter to the discretion of the mayor and city solicitor.
These worthies ordered the policemen to at once stop the
work, which was done. The work was stopped, the
tracks ripped up, and a suit for damages resulted. This
suit has just closed, with a verdict for the company
against the city.
A ROCHESTER STREET CAR ADVERTISE-
MENT.
ONE of the best known and most progressive
dailies in the East is the Union and Advertiser,
of Rochester, N. Y. It is not only for the
Union, but is an advertiser as well. Having occasion
recently to get out an extra fine illustrated edition, the
ELECTRIC CAR .\D\'ER TIDING.
Only One Night Out to Florida.
The morning train via the Monon Route connects at
Cincinnati with the 7 :oo p. m. Through Vestibuled
Train, on the Queen and Crescent Route, reaching Jack-
sonville at 10:50 p. m. the following day. The service of
this popular line is unsurpassed by any line to the South.
For rates, address City Office, 232 Clark St., Chicago;
or Frank J. Reed, G. P. Agt., Monon Block, Chicago.
manager, Mr. Balkam prepared two immense signs,
and through the courtesy of the Rochester Railway Com-
pany, was allowed the exclusive use of an electric car for
an entire day, and before night scarcely a person in the
city but was on the lookout for that special edition. The
ad. was a great hit.
Whiln the trolley knocks out the canal mule, the
tow path line to the White House will be 'gone
forever.
780
(^lAectj\aiWiiy9^ylew^
TRAMCAR LETTER BOXES IN DUBLIN.
AMERICANS are not to have all the new ideas
exclusively, and the plan of placing letter boxes
for the collection of mail, which is already in
practice on several roads in this country, is being tried in
Dublin. R. S. Tresilian, assistant secretary of the
United Tramway Companj', informs us the boxes have
been in services several weeks and are giving good
satisfaction, although the experiment will be continued
before a final decision is reached. The boxes are neat
iron receptacles placed under the stairs leading to the
upper deck, but convenient for persons on the street or
TRAM CAR LETTER BOX.
plalform. The boxes are entirely under the control of
the local postal authorities, by whom they are owned
and who place them in position. Our cut shows the
shape and location of the box, which has the usual slot for
mailing and a large side door for removal of letters, which
is done once each trip by a postal collector. The amount
of remuneration the company is to receive has not been
settled upon pending the final decision to adopt.
COST OF IRON ORE.
AROUND Bessemer, Mich., there were employed
in the iron mines no less than 6,000 men. Of this
number during the past few months but 400 have
had work, and these only in pumping and similar labor
absolutely necessary to keep the mines from going to
ruin. In a petition to President Cleveland, the miners
ask for the continuation of protective tariff on iron ore,
stating that ten-elevenths of its cost of production is for
labor, and that it is therefore not properly to be classed
under raw materials. The distribution of cosi of a ton
of iron ore on the Gogebic range and laid down at Lake
Erie ports, is interesting, and as follows : —
Mining - $ 72
Tramming .
Pumping. _ -
Loading ,
tloisting -_
Timbering .
Miscellaneous, insurance and incidentals , .
Taxes _.
07
Exploring and developing _.
Maintaining and additions to buildings and equipment
Royalty
Railroad and lake freights 1
Commission and insurance . ,
Total $3.96
To which must be added the cost of superintendence
and interest on the capital invested.
The ro)-alty mentioned is the amount per ton paid the
owners of the land for privilege of mining.
COAL PRODUCTION IN JAPAN.
JAPAN is coming to the front as a coal producer,
and shippers of English and Australian coal are
beginning to feel the effect of the competition in
the markets of China. The coal consumption in Japan
increased from 85,000 tons in 1887 to 1,500,000 tons in
1891, while the amount mined has increased much faster,
the annual yield being something Hke 3,000,000 tons.
The Japanese mine owners do not seem to be actuated
by the desire to keep the price up by limiting production.
The principal objectors to this policy are their compet-
itors who are being driven out of the market.
WHARTON DERAILING SWITCH.
THIS switch, intended in a measure to prevent grade
crossing collisions is the ordinary form of movable
tongue derailing switch, but it can onty be operated
from the box in the centre of the steam road track. The
switch is held open by a spring, so that the conductor
must stay in the center of the railioad track holding the
switch shut until his car has passed. He will manifestly
be very careful to make sure that there is no train coming,
as he is himself obliged to stay in the most perilous posi-
tion. The switch box is flush with the pavement. It is
intended to put the switch fifty feet from the crossing.
The connection is made by an underground pipe provided
with expansion joints. To close the switch an iron lever
is inserted in a hole in the box lid and the lever pushed
around and held in that position as long as the switch is
closed.
(^med/lfyaiWii^lf^ylcW*
781
COST OF STORAGE AND OVERHEAD
SYSTEMS.
IT ma}' seem out of place to talk of the comparative
cost of the overhead and storage batter}' systems
when no road has as yet conclusively demonstrated
that the storage battery can compete with horses, to say
nothing of the trolley. However, the tolerably successful
use of the Epstein battery on the Birmingham, England,
tramways, has brought about some discussion in English
papers, tending to show that in case the storage battery
kept up its present record on the Birmingham lines it
would prove cheaper than the trolley, considering the
original investment. The Epstein company is prepared
to maintain the cells at a cost of 2 cents per car mile.
This alone is more than the entire cost of power and
maintenance of line on some American lines. Taking
English prices on batteries, the investment would be the
same for a double track road with seven minute service
at si.x miles an hour for both systems. The cost of power
is about the same with both systems, so that aside from
the battery depreciation the cost would be in favor of the
storage battery where the headway is more than seven
minutes. This would seem to demonstrate that as far as
the question of economy is concerned, the storage battery
can under no possibility at present in sight, be as cheap
to operate as the trolley, except on very small roads, as
the battery depreciation comes in as a factor that would
greatly decrease the size of the road on which it would
be the cheaper form of traction.
that is independent of the strength of the motorman
or brake chain. The inventor is George Brandau, of
Cohoes, N. Y.
SPAN AND BRACKET CONSTRUCTION.
THERE has always been some trouble with bracket
and center pole construction, from the breaking of
trolley insulators. The blow of the trolley head
against a rigidly fi.xed insulator of any ordinary type
causes much trouble. This has been urged as a point
against center pole construction, but it would seem to be
almost childish to make it an objection of any weight, for
unless railway men can overcome so simple a matter as
this they had better go out of the business. The patent
office records show that this matter is beginning to
receive the attention it deserves. The method of tem-
porary relief from broken insulators, as adopted by the
Urbana & Champaign road, is to suspend the insulators
from the brackets with a short piece of wire. It would
be thought that the upward pressure of the passing
trolley would interfere with this arrangement, but it does
not. The trolley wire is kept fairly tight, and this is
probably the secret of the success of the scheme.
Another curious fact that has been noted, is that where
the span wires are kept rather loose and the trolley
wire tight, there is little trouble from trolleys coming off.
LICENSE FOR MOTORMEN.
THE BRANDAU TRACK AND WHEEL
BRAKE.
S
TH E action of this Combination track and wheel
brake will be made plain by a glance at the
engravings. It is simply a modified form of
wedge, which is let down in front of the wheels. The
track part of the brake is shod with rubber, and as it
. T. PAUL'S motormen will be required to carry a
license, if the ordinance now drafted shall become
V^ ^ a law. Alderman Franklin is the author of the
measure, and the qualifications exacted are not more than
any just superintendent would require.
Let it be known to the city fathers that damage suits,
resultant from careless or incompetent motormen, are
just as expensive as any other kind, and the generality of
superintendents and managers choose their men with this
idea in view.
THE BRANDAU TRACK AND WHEEL BRAKE.
is intended only as an emergency apparatus, would prob-
ably not wear out very fast. For ordinary service appli-
cation, only the wheel shoes are used. The track
shoes are let fall into their place by their own weight, for
emergency application, by a simple pressure on a treadle.
At a trial on the Troy City Railway Cecently, it did its
work promptly and apparently without much regard for
the condition of the track or weight of car. It is a brake
THE MIDDLETOWN-GOSHEN TRACTION.
THE above company, now owning about three miles
of track in Middletown, will begin next spring on
a ten mile extension to (ioshen. The power
house is to be completed in the spring, and will be about
.■^00-horse-power capacity. The track now laid is 60 and
68-pound T and 80-pound girder.
i8'J
(^:ked/li\aiWiiy" J^ylc\/
THE ROYAL ELECTRIC RAILWAY MAIL
ROUTE AT OTTAWA, CANADA.
HER Majesty Victoria R., has signified to her
loyal liegemen, the Ottawa Electric Railway
Co., that her majesty's mails may be e.xperimen-
talh' convejed between railway station and the post
othce.
The service began November loth, and has continued
as far as reported to be satisfactory, both as regards con-
venience and dispatch. The postal authorities have
expressed the greatest pleasure at the change and sev-
eral similar ser\ ices are now pending, namely, at Toronto
and Montreal. At the latter places a'so it is suggested
that besides carrj'ing to and from railway stations that
sorting is done en route the usual glass windows are dis-
pensed with. The platforms are enclosed a la veslibuie.
Our engraving represents Ro3"al Mail i on its way
rejoicing, to catch the 10:30 train, as the clock in the
building opposite marked the hour of 10. The car is
handsomely decorated and the minature of the usual
steam mail cars makes it really a noticeably handsome
street scene.
To distinguish the approach of the mail car from that
of civilian coaches, a special gong has been attached, the
sound of which is easily learned.
llnder the old system the delivery of mail by horse and
wagon cost $3,600 a year. The Ottawa Street Railway
Company has contracted to perform the same service
for $4,000 per annum. The Street Railway Company
ROYAL MAIL CAR. OTTAWA.
the service be extended to suburban towns, following the
practice now in vogue on the Twin Cities Rapid Transit
Company and the Cincinnati and St. Louis Electric Rail-
way Companies.
Hitherto the rov'al mail has been conveyed by wagon
in Ottawa, until the present elegant mail cars were put in
commission by the well known firm of electrical dealers
and Westinghouse Electric and Manufacturing Company,
agents. Ahearn & Soper, under whose direction the cars
were built.
The cars which are three in number were made by
the Ottawa Car Manufacturing Company, and are equip-
ped with 30-horse-power Westinghouse motors. They
are 20 feet long, doors in the side for loading and unload-
ing the mail. The interior has been arranged to afford
every convenience for handling the pouches, and as no
furnished the motor-man. while the Dominion Postal
authorities furnish the messenger or guard who will have
charge of the mails, the electric street railway assuming
no responsibility in that regard, simply being responsible
for their conve3'ance to and fro under the guardianship
of the messenger. Both motormen and messengers are
appropriately uniformed. Special sidings have been laid
into the Post Office premises and also into the railway
yards, thus permitting prompt collection and delivery.
Great credit is due Messers. Ahearn & Soper for the
design of the cars in the institution of this service.
The Buffalo and Crosstown street railway companies,
pay to the city annually, two per cent of gross receipts
from passengers, advertising and all other sources of
(pkoLlJr^^^
783
CAUGHT ON THE RUSH TRIP.
American Street Railway Association.
HENRY C. PAYNE. President. Milwaukee. Wis.
Wm. J. RICHARDSON. Seoretakt and Tbkasurkb, Brooklyn, N. Y.
W. J. STEPHENSON. Fiest Vicb-Pkksident. Wa8hint:ton, D. C.
J. R. CHAPMAN, Second Viok-Prksident. (irand Rapids, Mich.
LEWIS PERRINE, Third Vioe-Pbesident, Trenton, N. J.
ExECDTivE Committee: D. F. Lonostrket, Denver, Col.; T. H. McLain-
Indiana!)olis, Ind.; Ed. Whittaore; W. Y. Soper. Ottawa, Ont; and E. 8. Good.
RICH. Hartford. Conn.
Place of nest meeting. Atlanta, Greorgis, third Wednesday in October, 1894.
Massachusetts Street Railway Association.
President. J. H. Cunningham, Boston: First Vice-president, Amos F. Breed,
Lynn; Second Vice-president, Frank S. Stevens. Fall River; Third Vice-president,
Samuel Winslow, Worcester; Secretary and Treasurer, A. E. Butler, Lawrence.
Executive Committee, A. A. Glasier, Boston; E. C. Foster. Lynn; Chas. Odell,
Salem; P. F. Sullivan, Lowell; E. P. Shaw, Newburyport; Prentiss Cumminoh;
Boston; K. S. Gokf. Fall River.
Regular meetings first Thursday of each month.
Maine Street Railway Association.
President, William R. Wood. Portland.
Secretary and treasurer, E- A. Newman, Portland.
N9it meeting will be held the first Wednesday in February, 1894.
Ohio State Tramway Association.
President .A. E. Lanq, Toledo; Vicepresideat, W. J. Kelly, Columbus; Secretary
and Treasurer, J. B. Hanna, Cleveland; Chairmaa Executive Committee, W. A.
Lynch, Canton, O.
Meets at Toledo on the fourth Wednesday in Bept'Omber, 1894.
The Street Railway Association of the State of
New Jersey.
President, John H. Bonn, Hoboken; Vice-president, Thos. C. Barr, Newark,
Secretary and Treasurer, Charles Y. Bamford, Trenton; Executive Committee,
Officers and C. B. Thurston, Jersey City; H. Romaine, Paterson; Lewis Per-
RINE, Jr., Trenton.
The Street Railway Association of the' State of
New York.
D. B. HASBROUCK. Peesident. New York City.
G. TRACY ROGERS, Fiest Vioe-pbesident, Binghampton.
JAS. H. MOFFATT, Second Vice-president. Syracuse.
WILLIAM J. RICHARDSON, Secretary and Treasurer, Brooklyn.
The next meeting will be held at Syracuse, on the third Tuesday in September
1894,
Pennsylvania Street Railway Association.
H. R. RHOADS, President, Williamsport.
B. L. JONES. First Vice-president, Reading.
8. P. LIGHT, Secretary, Lebanon.
WM. H. LANIOUS, Theabureh, York.
Next meeting at Beading first Wednesday, in September, 1894,
California*
Oakland, Cal. — Hay ward's Electric Railway asks for a franchise on
Water street, and also for loop privileges.
Los Angeles, Cal. — Pacific Railway Company's cable power house
is damaged by fire to the amount of $i,ooo.
Los Angeles, Cal. — G. L, Dennison asks a fifty-year franchise
across southern city limits for electric railway
Los Angeles, Cal. — C. G. Baldwin, of Claremont College, intro-
duces his ordinance for electric railway. He will build on county roads
also.
San Francisco, Cal. — Sacramento street cable, of the Presidio &
Ferries system, will.be extended. Work already begun on a part of the
undertaking,
Oakland. Cal. — F. M. Smith, the borax king, will put in a big ferry
system and terminal arrangements. This will require extensions of
existing lines.
Oakland, Cal. — Attorney Geo, W. Reed presents bid for street rail-
way franchise on Fruitvale avenue, from San Leandro road to the depot,
W. E. Meek, et al., are the principals.
Yuma, Cal — Yuma common council grants A, B. Smith franchises
for electric railway, waterworks and light systems. One or more to
operate May i. Franchises accepted.
Oakland, Cal. — Piedmont Cable Company has withdrawn connec-
ing line service since receivership. Franchise will be held by occasional
trains, but nothing definite will be done until electricity be substituted.
Pomona, Cal. — The electric railway between Pomona and Claremont,
Ontario and Chino, seems assured. Prof. Baldwin, of Pomona College,
E. P. Shaw, F. B. King, et al., are pushing matters. Storage battery is
thought of.
Los Angeles, Cal. — D. K. Trask, receiver for the Cable road, makes
return of account and asks for discharge. Report shows receipts of
$201,434,02, with total disbursement of $200,04275. His term was
seven months.
San Francisco, Cal. — Market Street Railway begins work on the
Eddy street electric line. The Market Street Company will build more
cars. Behrend Joost says his road will be running to Midwinter Fair
grounds, Jan. i.
San Francisco, Cal. — Market Street Consolidated will build a cable
line from western terminus of the .Sacramento street cable.
Moftatt, Reinstein and Eisner franchise of 1890, later sold to Ferries
& Cliff House, is now being built upon.
San Francisco, Cal. — Mayor Ellert has begun movement against
street railway companies owning franchises not operated. It involves
particularly the Market street cable, and will result in a vigorous attempt
to cause streets now tracked to be operated or abandoned.
Los Angeles, Cal. — C. W. Stewart, Ex-Mayor Workman, Col. L.
P. Crane, R. T. Jones, et al., inspect the Los Angeles Street Railway
purchase, with a view of locating a double tracked electric interurban
between here and Pasadena. The preliminaries have been arranged,
and it is claimed that $830,000 bonds assured. The line will be thirty
miles long, and connect with the Lowe mountain road.
Canada
Montreal, Can. — Montreal Street Railway Company elects officers:
L J. Forget, president; H. A. Everett, vice-president and manager; E.
Lusher, secretary-treasurer.
QuEBKC, Canada — Lawrence Lynch, secretary of the Q M. & C.
Railway, will ask extensions and rights to issue bonds for the Mont-
morency & Charlevoix Railway Company.
Toronto, Canada. — Toronto & Scarboro Street Railway Company
holds first annual meeting and resolves on two long extensions for next
spring, with freight service and mail service. Supplies will be bought
this winter. There were present, J. J. Foy, Q. C, John Stark, Aid, J.
Hallam, W. D. Matthews, Major H. M. Pellatt, A. E. Wheeler, et al.
Chicag^o.
Chicago, — It is reported that the Secretary of War has granted the
Metropolitan Elevated rights to build a new bridge at Van Buren street.
Chicago. — Corporation Counsel Krause instructs chief of police to
stop the use of gas motors on the North Chicago Railroad Company
tracks.
Chicago.— Call is made by Chicago City Railway for meeting Jan.
15. It is said that official notification of issue of $1,000,000 new stock
has been made.
Chic.vgo. — Incorporated, Leffier Electro Magnetic Railway Company,
by R. W. Leffier, W. I. Pratt and James Brady. Leffier's office is at
437 Monadnock building.
Chicago. — Grand Crossing & Windsor Park Railway Company are
granted permit by department of public works to build double track
electric on Seventy-fifth street, from Illinois Central station to Stoncy
Island avenue.
784
(joiJied.l?yaiWayj\^^
Chicago. — Central Construction Company elects Owen F. Aldis
Monadnock building, Chas. N. Fay, W. E. Hale, E. S. Pike and Chas
H. Morse board of directors, to build down town elevated terminal for
L roads on plan of moving sidewalk. E. F. Getchell and Leslie Carter
are interested.
Chicago. — The Northwestern Elevated Railway presents franchise to
city council. B. J. Arnold, 565 Rookery, is engineer. It is to be an ele-
vated electric. Ordinance also introduced by Aid. Finkler; North Chi-
cago Electric Railway to connect North Chicago and West Chicago
lines. Referred.
Chicago. — Chicago Elevated Rapid Transit Railway Company incor-
porates at $1,000,000. Aims to build elevated railway from corner of
Kinzie street and Fifth avenue to Evanston. The incorporators are
Russell Whitman, Gilbert A. Powell and Wm. O. Lindley. Mr. Powell,
at 115 Dearborn street, lawyer, says that only leave to open books is
asked.
Colorado.
Manitou, CoL.^The Manitou Electric Railway & Casino Company
elects president, A. M. Leddy; vice-president, John Hulbert; secretary,
P. S. King; treasurer, H. S. Cable. Estimates now being received.
Denver, Col. — Judge Hallett, on motion of Wells, Taylor & Taylor,
and Wm. M. Safford, of New York, appoints Geo. E. Randolph, of
Denver, and C. S. Sweetland, of Providence, R. I., receivers of the
Denver City Railway Company, and the West End Street Railway
Company. Receipts have fallen off 50 per cent, and earnings barely
meet expenses. Floating debt and mortgages aggregate $4,300,000.
Connecticut.
New Haven, Conn. — F. S. Wardwell, formerly of Duluth, Minn.,
is elected vice-president of the Edgewood Street Railway Company.
He will put in the plant and build line immediately. Address Hotel
Tompkins.
Bridgeport, Conn. — President N. H. Heft and Henry Setzer, both
of this city and president and treasurer of the Electric Railway Com-
pany, say that the proposed electric improvements and extensions of the
electric railway will involve $700,000.
New Havkn, Conn — Clay, Moor & Co., of Philadelphia, put up
forfeit of $25,000 as option on the Centerville Street Railway several
months ago, Cornelius Pierpont being owner and the price demanded
being $200,000. Scheme to bond road failed and option forfeited.
Berlin, Conn. — Central Railway, of New Britain, Conn., has
received the report that the Berlin selectmen have given rights to it to
construct electric line between the two towns. The bridges and culverts
are to be properly protected. Chance for structural iron work.
District of Columbia.
Alexandria, D. C— Mt. Vernon Electric Railway Company is
given rights for extension of their lines on several new streets and out-
side of corporation line.
Washington, D. C. — Georgetown citizens are making a vigorous
canvass for the extension of the proposed road to Ballstown. Circulars
are issued and public meetings held.
Delaware.
Wilmington, Del. — Samuel K. Smith, of Wilmington, buys Gordon
Heights property, and will build electric railway thereto, it is said.
Summer resort.
Idaho.
Boise City, Idaho. — N. J. Sharp, president state wagon road commis-
sion of Idaho, will receive until Dec. 26, 1S93, at Boise City, bids for con-
struction and building of the state wagon roads and bridges through cer-
tain counties. All particulars will be furnished by J. W. Birdseye, Sal-
mon City; J. N. Sharp. Challis; J. A. Ireton, Marsh; D. H. Telcher,
Grangeville; J. R. Sanburn, Cour d* Alene City; B. F.. Cone, Moscow.
Illinois.
Elgin, III. — Dundee Rapid Transit Company is contracting for
lights in Elgin. Electric light plant will be built this ^yinter.
Rock Island, III. — It comes on good authority that electric cars
will substitute horse cars on the bridge, and that the secretary ol war
will announce same officially, soon.
Rock Island, III. — L. M. McCabe and E. H. Guyer, directors of the
Moline Central Railway, are negotiating for the lease of the Elm street
line of the Tri-City system to boom real estate.
Indiana.
Greenville, Ind. — E. Lawrence Is granted (ranchise from city to
build an electric light plant.
New Albany, Ind. — TheK. & I. Bridge Company, by John McCloud,
receiver, says that service will be improved, and new power put in.
Terre Haute, Ind. — Assignee, H. J. Baker pays $50,000, or one-
fourth of indebtedness, of the Terre Haute Car & Manufacturing Com-
pany.
Innianapolis, Ind. — Haughville has given a liberal franchise to the
Citizens Railway, and an electric line will be built to that suburb, and to
West Indianapolis.
Terre Haute, Ind — President Russell B. Harrison is giving all his
time to the changes being made in the street railway service. Improve-
ments are now being planned.
Elwood, Ind. — Elwood Electric Light & Railway power house
burned, together with car barn. Loss, $15,000. Cause, natural gas
explosion. Small railway plant of four cars.
Indianapolis, Ind. — R. T. McDonald, Ft. Wayne, Spencer Irwin,
Philadelphia, B. W. Clay, and Dr. R. C. Light have signed articles for
the Broad Ripple Railway. It is to be built in the spring.
Goshen, Ind. — Franchise of the Indiana Electric Power Company
sold at receiver's sale to Hatch & Chadwick, contractors, for $20,000.
Court also grants order for sale of the Elkhart Electric for f 4,000. Con-
solidation in sight.
Hammond, Ind. — Chas F. Griffin, Chicago, president; N. M. Kauff-
man, of Marquette, Mich., vice president; A. Murray Turner, secretary
and treasurer, of Chicago, have taken possession of the Hammond Street
Railway and capitalized at $200,000. Extensions will be made and new
equipment put on.
Indianapolis Ind —Indianapolis-Broad Ripple Suburban Railroad
is incorporated at $50,030 by R. T. McDonald, R. W. Clay, Sterling R.
Holt, R. C. Light, Leon Bailey, Thomas Taggert and A. G. Smith.
Besides these named gentlemen, the stockholders are: Samuel Har-
mony, Fred W. Bailey, G F. Miller, E. J Robinson, E. M.Johnson,
Joseph Fanning, Geo. Bingham, Jas. R. Henry, J. W. Kern and Fred W.
Cady. Mr. McDonald owns 150 shares and Mr. Clay 300. The other
fifty are divided up among the prominent men of the city, mentioned.
To be operated next season.
Iowa.
Council Bluffs, Ia. — The Omaha Bridge & Terminal wants an
extension.
Sioux City, Ia. — The Manhattan Trust Company forecloses on $250,-
000 worth of bonds of the Sioux City Rapid Transit Company. Decree
granted by Judge Ladd.
Des Moines, Ia. — Valley Junction, a suburb, expects to have electric
connection with Des Moines Street Railway Company. Mr. Polk says
it will be an extention of the Ingersoll Avenue line.
Dubuque, Ia. — -A line of electric railway is to be built from the
Fourth street elevator to the Eleventh street elevator by the Rhom-
bergs. It will necessitate buying considerable track and overhead
material.
Keokuk, Ia. — Keokuk Electric Railway Company was shut down
by order of the American Loan and Trust Company, which owns
controlling interest. It is claimed that cars h^ve been run at |a loss for
some tinrie.
(^hwit^ilMivf^j^w^
785
Sioux City, Ia.^ — National Park Bank, of New York, brings suit
against Jas. F. Peavy, president of tlie Sioux City Street Railway Com-
pany, asking $42,000, interests and costs. This case is to determine
liability of Mr. Peavy on watered stock.
Siofx City, Ia — Receiver French submits his report for ]u\y,
August, September and October; total revenues, $23,45699; total from
all sources, $26,833 81 ; total disbursements, $22,225.37. A second
attempt at reorganization will soon be made.
Kansas.
Leavenworth, Kax. — Newman Erb, receiver of the horse and
dummy lines, proposes franchise for an electric, which city is not
inclined to accept.
Leavenworth, Kas. — C. W. White, of New York, is putting in the
overhead equipment here. Superintendent Baker says the line will be
operated January i,
Lawrence, Kas. — City Engineer Holland Wheeler introduces ordi-
nance in city council asking franchise for a cable line on Mount Oread
to the University building. Some counterbalance system will be used.
Leavenworth, Kas. — The council and Receiver Newman Erb not
being able to agree on franchise, all horse cars were stopped by Mr.
Erb, who announces that the line will not operate until a fair electric fran-
chise is granted.
Kentucky.
Covington, Ky. — South Covington Electric Railway Company will
build an immense car barn for electric cars. All modern improvements
to be used.
Louisiana.
New Orleans, La. — Prof. Avers, of Tulane University, H. J.
Malochee, electrical engineer of the Southern Electrical Manufacturing
& Supply Company, are president and secretary of the new electrical
club. G. II. Hopkins, of the New Orleans Traction Company, is of the
executive committee.
Maine.
PoRTLANi), Me — Belknap Motor Company re-elects old board of
directors and Geo. W. Brown is continued as president of the company.
Dividend of 6 per cent declared, payable December 13.
Maryland.
Hagerstown, Md — Boonboro'-Keedysville Electric Railway Com-
pany has completed purchase of its right-of way. Work now progress-
ing, and will be continued until the end.
BooNUORO, Md. — Hughes & Rigby Engineering Company, of Balti-
more, has contract for the electric railway from here to Keedysville.
Stock all taken and right of way secured. The company will also do
electric lighting.
Randallstown, Md. — Randallstown residents will build an electric
to connect with the Baltimore Traction Company. All solid men in the
place are enthusiastic. Committee is Messrs. H. M. Benzinger, Robt. B
Chapman, M. Baker, Geo. Lynch, Win. E George, R. P. Choate, Wm
Newman, Jas. W. Offutt, Albert Webber, Wm. F. Reil, Martin L.Jean
Edward S. W. Choate and Albert T. Meyer.
Massachusetts.
So.MERViLLE, Mass — Petitions actively circulated for extensions of
electr'c lines. It will surely come.
Boston, Mass. — Reynolds T. White and others file petition for rights
to build and operate an elevated road in Boston and suburbs.
Gloucester, Mass. — W. B. Ferguson is elected president, and E. P.
Shaw, of Newburyport, director, of the Gloucester Street Railway.
Boston, Mass. — Warren T. Putnam, interested in several street rail-
way cnterpi'lses and also president of the National Granite State Bank,
of Exeter, N. H., has been arrested by the latter institution for embezzcl-
ment.
Haverhill, Mass.— S. A. Baker, of Windham, N. H, appoints A.
E. Simpson, of Windham, George Dow, of Canobie Lake, and others to
consider the railway extension fathered by Havehill electricians and
capitalists.
Boston, Mass.— The West End Street Railway Company elects new
board of directors as follows: Alfred Bowditch, G. T. W. Braman,
Eustac C. Fitz, F. L. Higginson, Wm. Hooper, Walter Hunnewell,
Henry P. Hyde, Eben D. Jordan, Samuel Little, Theophilus Parsons,
Samuel Spencer, Walter S. Swan, B. Rodman Weld, Henry M. Whit-
ney and Alfred Winsor. It is elected on a dividend of 10 per cent
dividend.
Mexico.
City of Mexico, Mexico.— It is reported here that the United States
syndicate, headed by Clarkson, has bought the tram line from Guadala-
jara to San Pedro, and that it will be extended both north and west, and
changed from horses to electricity.
Michig^an.
Kalamazoo, Mich. — The Kalamazoo Street Railway Company will
put in a double track to the street railway park resort.
Detroit, Mich. — Detroit Suburban files renewal of mortgage given
a year ago for $400,000 to the Union Trust Company.
MusKEGOic, Mich. — Muskegon Street Railway Company has exe
cuted a $4,000 deed of trust to W. F. Drummer, of Chicago.
Saginaw, Mich. — The Union Street Railway contemplate an exten-
sion in the spring and to open up a pleasure resort and park on the Shia-
wasse river.
Bay City, Mich. — Manager J. D. Hawkes, of the Detroit Citizens'
Railway is also made manager of the Bay City & Alpena Railway, of
which Don M. Dickenson is receiver.
Battle Creek, Mich. — Judge Geo. C. Wing, of Auburn, Me., one
of the heaviest stockholders in the Battle Creek Railway, asks United
States Court, at Detroit, for a receiver for the road.
Minnesota.
Minneapolis, Minn. — Twin Cities Rapid Transit Company will
make substantial and important improvements in their lines next season.
Minneapolis, Minn. — It is assured that the City Railway Company
will build a line to Ft Snelling, thus givi.ig a second inter-burban to the
Twin Cities.
Duluth, Minn. — Incorporated: The Duluth Motor Company, to
manufactuie electric motors, by D. H. Merritt and Geo. J. Northrup,
Marquette, Mich , and F. W. Merritt and Arthur Roe, Duluth, at
$25,000.
Duluth, Min.n. — The City Railway Company pubIishe^ incorpora-
ion at $300,000, and names following directors: Andrew H. Burke,
Duluth; William C. Green, Chicago; David H. Stephenson, Duluth;
Henry E. Harris, Duluth; Patrick R. Haley, West Duluth; Luciene G.
Matthews, Pewee Valley, Kentucky.
Mississippi.
Jackson, Miss — L. F. Chiles, mayor, will receive sealed proposals
until January 2, for lighting the city for five years, according to specifi-
cations to be had of city clerk
Missouri.
Kansas City, Mo. — The Vine street electric line will be given a
year's extension of time to build.
St. Louis, Mo — The Baden & St. Louis Railroad Company increases
capital stock from $50,00010^300,000. Assets, $50,000; liabilities, $600.
St. Louis, Mo. — The street railways of this city have signified their
intention of furnishing the current for light for the fall festivities to be
repeated next fall. Decorative car lighting will be practiced.
78G
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St. Louis, Mo. — South St. Louis Electric Railway Company have
secured a numbi^r of valuable options on real estate and are about to
build an electric railway out Loughborough avenue to Gravois road.
The line seems to be well backed and assured.
Nebraska.
Omaha, Neb. — The Motor Company wants a new and more liberal
franchise, which it will probably get.
Beatrick, Neb. — Paul W. Horbach removed from receivership of
Street Railway Company and M. C. Steele appointed in his stead.
New Hampshire.
Derry, N. H.— a largely attended meeting was held in Haverhill,
Mass., to discuss an electric railway scheme, to build such a line from
Haverhill to the southern New Hampshire towns, together with a main
line to Manchester. The following committee of citizens was appointed :
From Chester, Dr. A. L. Emerson, Geo. L. Converse, A H. Wilcomb;
Derry, W. S. Pillsbury, Frederick J. Shepard, Prof. C. S. Campbell;
Hampstead, W. E. Fitts, W. A. Emerson, Nelson Orway ; Atkinson,
John H. Smith, G. P. Dow, Gilman Greenough; Plaistow, G. W. Dob-
bins, Chas. Cass, John N. Sleeper; Ayers Village, Dr. W. L. Robinson,
C. H. Tarleton, C. F. Marshall. Something will be determined soon.
New Jersey.
Newark, N.J. — The present system of transfer tickets for the Con-
solidated is not satisfactory. The road needs a better one.
Camden, N. J. — Camden board of freeholders grant right of way to
the Camden Horse Railway Company, knocking out the West Jersey
Traction.
Belleville, Ont. — The Canadian General Electric Company and
the industrial and executive committees of the city coimcil are consider-
ing proposition of the former for an electric railway in the town.
Toronto, Ont. — E. A. C. Pew, of Toronto, is trying to organize an
electric railway from Buft'alo, N. Y., to Port Dalhousie, and build a
bridge across Niagara. He says he has interested heavy British capital.
May's Landing, N. J . — Meritz Lippman and a party of Philadelphia
capitalists are petitioning the citizens of Galloway township for a fran-
chise for an electric railway to run from Oceanville to connect with the
electric railway at Brigantine.
Bridueton, N. J. — Bridgeton Rapid Transit Company elect as
directors, W. P. Douglass, E. V. Douglass, and J. P. Newbold, of Phila-
delphia; T. W. Harris, W. O. Garrison, et al., of Bridgeton. W. P.
Douglass was made president, and W. H. Bacon, secretary and treasurer ;
Millville Rapid Transit Company also elects Geo. B. Langley, president.
E. H. Stokes, secretary and treasurer.
New York.
Binghampton, N. Y. — Street Railway Company want franchise for
extension, and will undoubtedly get nearly all it wants.
Elmira, N. Y. — Elmira & Horseheads elects Reuben Leland, presi-
dent; Geo. S. Spencer, secretary; and C. H. Baldwin, treasurer.
Albany, N. Y. — The Secretary of State incorporates the Whitestone
& College Point Railway Company at |6o,ooo, to operate between
points named and Flushing.
Brooklyn, N. Y. — Brooklyn City Railroad buys Flushing & College
Point Electric Railway, and will assume control January i. It will be
materially extended and improved.
Sing Sing, N. Y. — Summers R. Stone is appointed receive)- of the
Ossinning Street Railway by Judge Dykman, at White Plains, on appli-
cation of stockholders. No opposition, as the Vanderbilts can control it.
New York City. — Austin Corbin threatens to return to the rapid
transit field, and Gen Jas. R. O'Brien says that his syndicate, headed by
Solomon Simpson, organized for the Bushe system, is still in the field.
Niagara Falls, N. Y.— Publication in obscure Canadian papers dis-
closes a scheme for laying tracks on the bridge across the Niagara below
the American falls, for the purpose of running horse, electric or cable
cars between the two countries.
Brooklyn, N. Y — Kings county grand jury suggests, among other
things, that safety fenders and safety gates be used on electric cars in
Brooklyn. The grand jury found that the companies were endeavoring
to find such successful appliances.
Brooklyn, N. Y. — Brooklyn Traction Company, controlling the
Atlantic avenue system, and the Long Island Traction Company, leas-
ing the Brooklyn City system, are said to be about to consolidate.
President Lewis, of the Brooklyn City, and H. B. Hollins & Company,
New York City bankers, know most about it.
New York City. — Conduit Construction Company organized, by
Thomas C- Buck, C. W. Keep, and Julian Meyers, of New York City ;
Robert L. Keen, of Montclair, N. J., and Jolm J. Green, of Boonton, N.
J. Will build electric conduits in connection with electric railways, and
introduce conduit system of underground trolley.
Brooklyn, N. Y. — The Peoples' Railroad Company incorporates at
$325,000, to construct thirty-two miles of street railway in Brooklyn and
suburbs. The directors are: Francis J. Callahen, of Rutherford, N. J.;
John S. Fargotston, L. George Fargotston, Michael J. Kelly, E. Wright
Nelson, and Horace Moody, of New York City ; Chas. M. Nichols and
Frank Gardner, of Brooklyn, and Stephen Parish, of Jersey City.
Brooklyn, N. Y. — Brooklyn, Bergen & Canarsie Railway incorpor-
ated, to build eighteen miles electric railway on Brooklyn streets. Flat-
bush, and so forth. Capitalized at $200,000. Directors are: Thomas
Adams, Jr., and Louis R. Adams, of Brooklyn; Percy G. Williams, of
New York City; Frederick Rosebush, of Ozone Park; Henry E.
Hughes, Chas. E. Morrell, and F. W. Lenken, of Canarsie; Daniel J.
Wright and Alexander Stafford, of Flatlands.
New York City. — The New Jersey Traction Company, of North
New Jersey, accepts resignation of Thomas C. Barr, president, and
John I. Waterbury, as vice-president. David Young, of Newark, was
elected as vice-president and general manager. B. M. Shanley will
probably be elected president. It is ofticially stated that the $8,000,000
guaranteed to be taken up in stock of the Consolidated Traction Com-
pany is now on hand and that the latter will assume charge of all the
New Jersey Company roads.
Ohio.
' Tiffin, O. — The Tiffin. Fostoria line increases capital stock from
$100,000 to $150,000.
Portsmouth, O. — The street railway, electric, has begun business
after much tribulation.
Chillicothe, O. — A H. Reutinger, receiver of the electric railway,
reports business better.
Cleveland, O. — The new council order that street cars shall be
heated to 60 degrees, will be late in being enforced.
Cleveland, O. — The Cleveland Electric Railway Company has
bought sixty new motors, and made new transfer arrangements.
Sharon, O. — John Cole, right-of-way agent for the Warren-Sharon
Street Railway, says that prospects are still bright for the construction
of the line.
Mansfield, O. — Fire destroyed the power house of the Citizens'
Street Railway. The loss was $S,ooo, partly insured. To be replaced
immediately.
Mansfield, O. — Report is here that the Fulton Foundry, of Cleve-
land, will remove to this city. It is said that $100,000 is subscribed by
Mansfield men.
Tiffin, O.— F. W. Brightman, of Fall River, Mass., C. F. Shaw, of
New Bedford, Mass., Thos. B. Williams, of New York, have decided to
change the Tiffin Street Railway (a horse line) to electricity, and unite
with the Tiffin & Fostoria Electric. It is reported that the men named
are interested in the Tillotson scheme.
(^tic£tlF(cuWiij^j^ykvv^
787
Cincinnati, O. — Z. V. Purdy, 23 Neave street, this city, has invented
a storm front for street cars, and disposed of same to Jo Nagel, Church
street, who will promote it.
Cleveland, O. — West Cleveland city council grants extension of tlie
West Madison avenue line of the Little Consolidated, giving exclusive
rights for twenty. five years.
Cleveland, O. — Superintendent Mulhein, of the Cleveland City
Railway, says that throu^^h service will be run from Rocky river to
Glenville. New power is to be added.
Cincinnati, O. — The Consolidated Street Railway files bonds for the
street railway extensions, which will be immediately prosecuted, with
probable opposition at only one point.
Cleveland, O. — Consolidated Street Railway asks for bids for
equipping lines with platform screens, according to the state law.
Horace Andrews favors Canton screen.
Cincinnati, O. — The Cincinnati Street Railway Company has
bought some Consolidated Car Heating Company heaters, some Dewey's
and a car stove. A fender is also on trial.
Columbus, O. — John R. Hunt, Theo. Leonard, et al., bring suit,
enjoining Columbus & Westerville Electric Railway from occupying
certain streets. It is an attempt to kill the C. & W. road.
Sandusky, O. — The Peoples' Electric Company is to elaborately
extend their system and put in express and baggage service. Fifteen
thousand dollars worth of bonds will be issued immediately. Supplies
wanted.
Cincinnati, O. — The board of administration passes five resolutions,
giving the Cincinnati Street Railway Company rights to equip present
horse lines with electricity. Five cent fare allowed, and 5 per cent for
franchise demanded.
Norwalk, (). — F. H. Jones and J. W. Foster, assignees of the Incan-
descent Light & Power Company have conferred with the Cleveland
owners of the company, and decide not to sell plant, but to ask to light
city on moonlight schedule.
Cleveland, O. -The project of an electric line from here to Chardon
and Burton, in Geauga county, is again on foot. The line will be used
both for freight and passengers. Surveys have been made, and it is said
the capital gathered together.
Toledo, O. — The Robisons, of the Toledo Electric Street Railway
Company, are said to be in the field to build an electric railway from
Monroe, Mich., to Detroit, as part of the Toledo- Detroit long line. The
Robisons offer to put up a forfeit.
Toledo, O. — The Maumee avenue bridge disaster, of May, 1892, has
been settled in court by a verdict of $^,000 each from the city, the Con-
solidated Street Railway, and the L. S. & M. S. Railroad, in favor of the
estate of the molorman killed during that accident
Cleveland, O. — Ex-Secretary Foster, the Carnegies, of Pittsburg
and one Dr. Anderson, of this city, are said to be backed bv $100,000,000
to build an elevated electric railway from New York to Chicago, via
Philadelphia, Pittsburg, etc. The Anderson patents are to be used.
The address of Anderson is 1019 Euclid avenue, Cleveland. This seems
to be the perennial scheme.
Cincinnati, O. — ^J. J. Shipherd, Cleveland; Chas. O. Otis, of New
York; W. Brenton Willing, of New York; Chas. C. Orr, of Pittsburg; M.
Kauffman, Pittsburg, met in this city to consider possession of new
bridge which will span the Ohio at Cincinnati. This syndicate has
already large street railway holdings and will endeavor to control the
traffic between the cities. Mr. Ferris, of Ferris wheel fame, and Mr.
Kauffman, of Pittsburg, will design the bridge.
Oregon.
Portland, Ore — Fire destroys car house and five cars of the Port-
land Consolidated Street Railway. Loss, $50,000; fully insured.
CoRVALLis, Oregon. — Corvallis Street Railway, rolling stock, fran-
chise, are sold by sherifT, and bid in by the Security Savings Si Trust
Company, of Portland, for 1350 The property originally cost $20,000
and has been in operation about four years.
Pennsylvania.
Philadelphia, Pa. — Pennsylvania and Maryland Steel companies
will reorganize.
Lebanon, Pa. — Lebanon & Annvllle Electric Railway elects J. M.
Schenk, president; S. P. Light, vice-president.
Johnstown, Pa. — The Johnson Companj- has started double turn
and will soon resume full time in all departments.
Steflton, Pa — H. W. Smith, of Steelton, is made superintendent of
the Cumberland Valley Electric Railway, at Carlisle.
Oil City, Pa. — Electric Railway Company has started its cars. J. B.
Smithman is president and C. W. Atmore, superintendent.
Philadelphia, Pa. — Philadelphia Traction Company shows earn-
ings of $4 a share, a dividend of $1.50 a share paid Dec. i.
Philadelphia, Pa. — W. C. Carrington & Son are awarded contract
for the new Traction Company power house, on Hutchinson street.
PiTTSBti^G, Pa. — The Pittsburg & Mansfield Railway Company
wants franchise for a double track electric, partly surface and partly L.
Scranton, Pa— E. W. Clark, Jr., J. P. Illsley, H. H. Archer, C. F.
Stevens and T. Burke are elected directors of the Scranton Traction
Company.
Scranton, Pa. — Chas. H. Smith resigns from Scranton Traction
Company and will return to Wilmington, Del,, to the Delaware Electric
& Supply Company.
Phoenixville, Pa. — Spring City council grants franchise for the
Schuylkill Valley Illuminating Company Electric Railway, which is to
run from Valley Forge to Royersford via Phoenixville.
Pittsburg, Pa. — Homestead bridge charter has brought out several
bids for street railway privilege across same. Birmingham Traction
Company is in the lead. A lively fight will soon be on.
Carbondale, Pa. — Organized: The Carbondale & Forest City Pas-
senger Railway Company, to run from Forest City to Carbondale, a dis-
tance of twenty miles; capital, $150,000. Directors, John W. Aitken,
Henry B. Jadwin,J. M. Nichol, Carbondale; Geo. Carrogan, Bayonne,
N. J.; Edwin Corey, Jersey City.
East Stroudsburg, Pa. — An electric road to run from the D. L.
ii W. depot to the top of the mountain is proposed. W. F. Halstead.
general manager of the D. L, & W. Railroad, and the hotel men of the
town are at the head of the affair.
Philadelphia, Pa. — Charter has been granted to the Pennsylvania
Traction Company, of Philadelphia; capital, $10,000. The incorporators
are: Sydney R. Miner, G. W. Shonk, J. M Thomas, John B. Yeager,
of Willkesbarre; C.J. Lewis, Wyalusing, and H. G. Kulp, Pottstown.
Pittsburg, Pa. — Citizens' Traction Company report of year ending
October 31, 1S93, shows total receipts, $7^4,928; operating expenses,
$388,948; total expenditures, 1505,119 Net earnings, yy^ percent. Old
board re-elected. Citizens' Passenger Railway elects C. L. Magee,John
G. Holmes, Jas. Verner, et al., directors.
Philadelphia, Pa. — Organized; The Manayunk Passenger Railway
Company, of Philadelphia, at $ij,ooo, to build two miles of street rail-
way. The president is Wm. H. Heulings, and the directors are Jas
Rawle, Geo. W. Vanhorn, John F. Dunlap, and Fletcher Pearson. The
route of this road does not conflict with that of the Manayunk &
Wissahickon road.
New Holland. Pa. — The following committee is appointed to solicit
subscriptions and rights to extend the Reading & Southwestern Electric
Railway: L. T. Custer, Elmer E. Billingfelt, Henry G. Mohn, James
J. Coldren, Wm. Knauer, Jacob Kea^ler, Mohnsville; R. V. Regar,
Swartzville; Benjamin F. Hcinig, James Mohr, Gouglersville; John
R. Miller, Reading.
788
(^Kcd/ J\aiWa^ J^Vlc\v^
Caklisle, Pa.— The Cumberland Valley Traction Company elects
officers, as follows: B. Ritter Ickes, president; and Colonel John
Lemon, of Tyrone,]. R. Miller, Esq , of Carlisle, W.J. Ickes, of Altoona,
and William Wighton, of Altoona, as directors. The Traction Company
will operate the line, but the Electric Passenger Railroad Company will
still exist with the regular oflicers. Work begun.
Pittsburg, Pa.— The charter has been granted to the Pittsburg &
Homestead Electric Street Railway Company. Pittsburg capital^
|i2,ooo. The proposed road will be two miles long and will run from
the Twenty-third ward of Pittsburg to Homestead; thence to Munhall
station. The president of the company is Herman Laub, of Pittsburg,
and the directors Everett G. Weinschenk, James P. Wilson and Homer
Sweeney, of Pittsburg.
Tennessee.
Jackson, Tenn.— T. F. Dalby, superintendent of the Street Railway
Company, died December i of pneumonia.
Chatianooga, Tenn.— The Electric Railway Company will build a
line out Carter street, as designed some time ago.
Texas.
CoRsiCANA, Tex.— Street railway barns burn, together with four cars,
tools, harness, etc. Loss on cars, $1,200, no insurance. Only two cars
left in town.
Dallas, Tex.— It is reported that the Queen City Street Railway
Company and the Oak Cliff Company would consolidate and that the
latter would be changed to electricity. A. W. Childress is president of
the Queen City Company.
Utah.
Salt Lake Cirv, Utah.— W. H Rowe, et al , ask for franchise for
a street railway on certain streets.
Salt Lake City, Utah.— Big Cottonwood Power & Water Com-
pany will utilize water power for production of electricity for all pur-
poses, and organize at |i,o30,odq. John W. Donnellan, president; Geo.
M Cannon, secretary and general manager; G.;o M Downy, treasurer.
Franchise gained from city council for construction of plant. Eastern
capital is back of it.
Washington.
Spokane, Wash —J. W. Goss and Engineer Riblet leave for Tokio,
Japan, to put into that city an electric railway. Rev. V. M. Law has
gained a charter. The Americans will return to Spokane about January
1. Mail care of American consul at Tokio.
Whitestone, L. I.— The incorporators of the Whitestone-College
Point Railway are J.J. Merritt, Jr, Moses Worms, Oliver Taff, D.
Steffens and Harvey Place, of Whitestone; John F. Anderson, of Bay-
side, Harry D. Low, of Mt. Vernon; Walter C. Foster, of Long Island
City, and John J. Delaney, College Point.
West Virginia.
Point Pleasant, W. Va.— Capitalists are endeavoring to organize a
street railway I'lere.
Wheeling, W. Va. — Benwood & Moundville Street Railway seems
to be a live scheme. Col. Ben Wilson, of Clarksburg, is promoting the
scheme, and says that 75,000 people will patronize the line.
Wisconsin.
Milwaukee, Wis— Mr. Payne says that in the spring an extension
will be made on Twenty-seventh street to North avenue, but not until
then.
Milwaukee, Wis.— Capt. Pabst applies for franchise for electric con-
duits and will go into the electric lighting business. Geo. Parker is the
manager of the Pabst electric plant.
Racine, Wis.— The Belle City Street Railway Company has decided
to "o into the electric light business, in connectioTi with the street rail-
way plant. D. Elmer Roberts is made manager o! the lighting business,
and W. C. Rittman, superintendent.
Milwaukee, Wis. — Fred Isenring, Max Zabel, C. A. Rogers, A. F'
Remington and T. W. Williams have organized the Milwaukee &
Whitfish Bay Rapid Transit Company. The company's line will run
along Humboldt avenue.
Milwaukee, Wis. — Villard syndicate brings suit against Milwaukee
& Whitefish Bay Dummy line, to collect $240,000, advanced for exten-
sion. Although owned by Villard people, this will force the dummy
line into receiver's hands, and the present Isenring scheme will carry
through for a new route, line and company.
Janesville, Wis. — Geo. W. Blabon, of Philadelphia, is elected presi-
dent of the Street Railway Company. Mr. Blabon buys a controlling
interest from the assignee of the Mutual Loan, Trust & Safe Deposit
Company Bank of Philadelphia. Levi B. Carle is placed in the directory.
"The board is now composed of Geo. W. Blabon, president; A. A. Jack-
son, vice president; W. R. Proudfoot, secretary and treasurer; Alexan-
der Graham and L. B. Carle, directors. All of Janesville except Mr.
Blabon.
STREET RAILWAY PATENTS.
ISSUED NOVEMBER 7, I093.
Electric locomotive, Joseph I. Conklin, Brooklyn, N. Y 5o7i997
Brake handle, John Kirbj, Jr., Dayton, O., assignor to the Day-
ton Manufacturing Company, same place 508,025
Clamp for holding articles while being welded, Arthur J. Mox-
ham, Johnstown, Pa 508,037
Railroad track, Arthur J. Moxham, Johnstown, Pa 508,038
Rail securing device, John L, Pope, Cleveland, O 508,047
Combined rail support and cross tie, Franklin P. Reilly, New
York, N. Y., assignor by mesne assignments to the Johnson
Company, of Pennsylvania _ ^ __ 508,049
Electric railway system, Carl T. B. Brain, Liverpool, England__5o8,oS3
Conduit railway trolley, Herbert A. Goreham, Decatur, 111 508,104
Closed conduit electric railway, Otis B. Benton, Cleveland, O 508,199
Conduit electric railway, Jacob Pawolowski. Cincinnati, O 508,236
Car truck, Austin A. Brooks, Eau Claire, assignor to the Brooks
Safety Truck Company, Chippewa Falls, Wis _ 508,276
Electric regulator and switch, Walter N. Jones, Jr., Peters-
burg, Va 508,323
Car truck, John E. Anger, Green Island, N. Y., assignor one-
fourth to Edmund J. Gilbert, same place _ 508,362
Electric car attachment, Isaac H. Davis, South Butte, Mont 508,373
ISSUED NOVEMBER I4, 1S93.
Car brake, David N. Cook, Salem, Mass _ 508,409
Fender for electric cars, Caleb N. Homan, Lawrence, Mass 508,472
Electric railway trolley, James Case, Rochester, N, Y 508,538
Electric railway trolley, Stephen D. Field, Stockbridge, Mass. -.508, 539
Car fender, Alfred L. Clark, Springfield, 0 508,565
Railroad rail brace, David Markley, Lexington, 0 508,575
Conduit for electric railways, Archibald J. Robertson, New York,
N, Y., assignor to himself, Geo. S. Brush, Brooklyn, and
Henry Carey, Elm Park, N. Y 5oS 57S
Rail joint, Johann Schuler, Bochum, Germany 508,580
Electric railway, John C Henry, Westfield, N. J 508,615
Electric railway trolley, Walter H. Knight, New York, N. Y 508,622
Switch box for controlling electric circuits, Edward R. Knowles,
Middletown, Conn., and Edwin H. Park, Millbury, Mass.,
assignors to the Schuyler Electric Company, of Connecticut5o8,625
Electric railway motor, Edward D. Priest, Lynn, assignor to the
General Electric Company, Boston, Mass 508,633
Metal tie and nut lock, Jasper P. Warner, Decatur, Mich 508,664
Snow sweeper, Norman C- Bassett, Lynn., Mass., assignor to the
Thomson-Houston Electric Company, of Connecticut 508,668
Trolley for electric railways, Norman C. Bassett, Lynn, Mass.,
assignor to the Thomson-Houston Electric Company, of
Connecticut 508,669
Switch for electric railways, Edward M. Bently, New York,
N. Y _ 508,672
Electric railroad track cleaner, Hugh O'Connor, Passaic. N.J 508,743
Construction of trolley lines, George Q Seaman, Brooklyn, N. Y.,
assignor to himself, Alexander Wilson and William Jones,
same place 508,771
Electricbrakeforrailwavs,ArmanddeBovet, Paris, France.... 508,805 EXPERIENCES OF A SUPERINTENDENT.
Converter system for electric railways, Chas. S. Bradley, Yon-
kers, N. Y 508,807 By C. P. Young, Superintendent of the Chattanooga Electric
Car wheel. Dexter Hazard, Marquette, Mich 508,82.1 Railway.
Electric brake, Ernest B. Skinner, Ogden, Utah 508,851
Life preserving guard for cars, Anton Knowlauch, Minneapolis, y j^ jj^jg progressive age of rapid changes, in no business
I have advancements been wrought so vastly as in
ISSUED NOVEMBER 21, 1S93. I .1 1 »• ■ • t . , ■< T « /■
-*- the revolutionizing oi street railroading. A few
Skid shoe for railway cars, Ludwig Reetz, Eshweileraue, near ui^u iU*- j*j ru ni
. . , ^, ,, ^ 5 . . years back the man that was a good ludge of horse flesh
Aix-la-Chapelle, Germany .508,971 •' bit.
Electric railway, Jonathan H. Vail, New York, N. Y .509,002 and that could svvear the most at the inferior class of men
Electric railway conduit, Granville T. Woods, New York, N. Y., under his command, constituted then the Successful street
assignor to the Universal Electric Company, of the city of railroad manager and Superintendent. But now things
New York 509,065 , , ja/t u u ■ .j-u
Electric railway, John H. Dale, New York, N. Y., assignor to have changed. More money has been invested in chang-
the Universal Electric Company of the city of New York. .509,072 ing the motive power of Street cars than in any other
Trolley mechanism, John T. Fuller, Calvert, Texas 509,123 business of modern times. The Owners of horse roads
Electric locomotive, John C Henry, New York, N. Y... 509,311 . , ... . .
Supply system for electric railways, John C. Henry, New York, 1" the majority of cases maintam
N. Y 509.312 their interests in the new elec-
Current controlling device, William H. Morgan, Alliance, Ohio, j^ic roads. They have thought
assignor of three-fourths to Thomas R. Morgan, Sr Thomas , ... ^, . , ^, , ,
„ , . T J T u n> ii« 1 . and many still think that be-
R. Morgan, Jr., and John R. Morgan, same place 509,322 -'
Hanger lor trolley wires, George H. Ricke, Cincinnati, Ohio, Cause a man can make an old
assignor of three-fourths to Owen H. Hilland, Michael A. horse trot he can also make deli-
McGuire and Charles C. Agin, same pl.ice 5C9.32S . plprtrir marViinprv work ■ 4^Kein^^m. - -Fi.
^ . , ., I »ir 11 J T /-^ J »j cdie electric macninery worK '^■r^^^^^^L. ■''it.*
Switch operatmg mechanism, Samuel Walker and I^e Grand Mar- •' j— «^»i.^^^^^». ^ ^^
sh.iii, Milwaukee, Wis ....509,340 successfully. A greater mis-
issuED NOVEMBER 28, 1893. take waS never made, and mil-
Car truck, William S. G. Baker, Baltimore, Md 509,35s lions of dollars are lost every
Electric closed conduit system for railways, George W. Von Sie- year bv investors in electric c. p. young.
mens, Berlin, Germany, assignor to Siemens & Halske, same railroad StOCk by this illusion.
„ ^.^.'i^ '"':""' rVVL^r d'j"d"Ii1'u 59,43 it cannot be denied that electricity as a motive power is
Conduit electric railway, Adolph Womer, Buda-Pesth, Hungary, •' _ t
assignor to Siemens & Halske, Berlin, Germany 509,421 generally the best and most economic if properly handled
Rail joint, Frank C. Balch, Kalamazoo, Mich... 509,4" and controlled. While On the Other hand it is a fortune-
Electric railway, Thomas A. Edison, Llewellyn Park, N, J 509,518 ,1 • » j t r i 1 \\T 11 1 u 1
_.,... ,,.,/ „ .,., r^ 1 xj 1 Til \ taker instead of a fortune-maker. We all know by cruel
Rail joint, Milton C. Niles, Oak Park, 111 509,581 •'
Clamp ear for trolley wires, Edwin B. Gates, Decatur, 111., experience that in many cases it is not a financial success,
assignor one-half to Don Carlos Shaw, same place 509,616 Where to locate the trouble, to point out and Overcome
Conduit electric railway, Edward H. Johnson, New York, N. Y. 509,622 ^^^ difficulties is the aim of the writer of this article.
Car fender, Ivory Bean, Brook line, Mass 509,646
Trolley track, William H. Brodie, Brooklyn, N. Y 509,650 Ma" is not gifted with the power of making an old rope
Closed conduit system for electric railways, Emile Chabeault, stand the strain of ten tons when it was designed for one
Marseilles, France -509,65' ton, yet this is what nearly every railroad in changing its
Subway for cable railways, C'harles Voegel, San Anselmo, Cal., . . , . , , ,^, ,
and Colin Mcintosh, Tacoma, Wash , assignors to the Vogel motive power has vainly tried to do. 1 he track that was
Cable Construction Company, of Colorado 509,833 good enough for a half ton car running about four to six
—- miles an hour, cannot hold up the weight of ten tons at
The Lake Street L., this city,has gained rights for a twenty-five miles per hour, any more than the one ton
branch line, for a northwest line to Humboldt Park. rope can hold a ten ton weight without breaking. Light
""""■ rail causes poor traction and waste of current. Bad joints
Custer s Last Battlefield. ,, , , j • u i .^u j
see-saw the car and by so doing break the gears and
A visit to this spot, which is now a National Cemetery, pinions, crystalize the wires in amatures and fields, ruin
is extremely interesting. Here, seventeen years ago, bearings and journals, break cable wires, and shorten the
\J< General Custer and five companies of the ijfe of motors and cars which is the cause of endless
y^ Seventh U. S. Cavalry, numbering over troubles and useless expense. The proper rail for electric
/ 200 officers and men, were cut to pieces by car track has not yet been made. There ought to be a
y^ N. the Sioux Indians and allied tribes under certain mathematical relation between every part of a
^ ^ Sitting Bull. The battlefield, the valley of ,.ail. The base in the present rail, no matter what make
the Little Big Horn, located some forty odd miles south or size, is too narrow. If rail is four inches high, base
of Custer, Montana, a station on the Northern Pacific ought to be eight inches wide, etc. The pounding of
Railroad, can be easily reached by stage. If you will motors on top of a rail makes the base of a narrow rail
write Chas. F. Fee, St. Paul, Minnesota, inclosing four quickly sink into the tie and then an uneven track is the
cents in postage, he will send you a handsomely illus- result. Experience teaches practical men that ties ought
trated lOO page book, free of charge, in which you will to be from ten to twelve inches wide and to be of
find a graphic account of the sad catastrophe which over- best oak, placed no more than eighteen inches apart with
took the brave Custer and his followers in the valley of at least one foot of good ballast well tamped under each
the Little Big Horn, in June, '76. tie. All joints should rest on a tie. Flexible joints are
790
^tMidrj^a^yJayu^^^
a humbug and fraud, and are a production of ignorance.
Tracks built of rail made at the present time ought to
have an iron plate 12x12 inches on top of each tie, as
the pounding on top of a rail is transmitted to the plate
which has a large surface on the tie and therefore would
provent the rail sinking into the tie. All crossings of
railroad tracks should be made of the best material and
workmanship, with at least two feet of good ballast and
tamped ground foundation. All bolts should be made of
machine steel and a good lock-nut and split-pin outside
of nut, as close to the outside face of nut as possible, so
as to make the pin press hard against nut. All fish or
connecting plates should have no less than four bolts in
each rail; plates to be of steel and fit tight at the top and
bottom ; also to be as thick as possible, so as to give great
strength to joints which really are the weakest parts of a
track. Turnouts should be at least four times longer
than the longest car on the road, and the lead between
switch points and frogs should be no less than 90 feet.
Every dollar put in the improvement of electric railroad
track is two dollars made by the investor. Bonding of
track is of utmost importance.
The power house is to an electric road what the heart
is to the human body. Thousands of dollars have been
lost on account of engine builders not understanding the
enormous strain to which street railroad engines are sub-
jected. They are now beginning to realize their mistake,
yet break downs which ought not to exist are a frequent
occurence. Any engine above one hundred and twenty
revolutions per minutes, should never be installed in an
e'.ectric railway station. Fly wheels should be made of
malleable iron instead of cast iron.
TRAINING OF EMPLOYES.
Electrical financiers forget that five-dollar brains are
seldom found in two-dollar skulls, and that to run an
electric car right requires even more than five-dollar
brains, and the superintendent in charge of an electric
road must take the raw material at less than two dollars
and put a five-dollar brain in that low priced skull, and
that can only be done by hard and constant training.
Every man hired for either end of a car should have a
thorough knowledge of everything pertaining to a road,
and above all, to know all about the detail parts of the
motor, trucks and brakes. The only method (or rather
the best to my knowledge, and the one the writer pur-
sues,) is the following: When a new man is hired he
goes first in the shop to get the names and function of all
parts of motors, cars and brakes; then they go to the
engine room to learn how the current is produced, what
effect grounds, short circuits and lighting may have, the
path of the current, etc.; then with the trackmen and
linemen, so as to get an intelligent idea of track, line,
etc., name of every part and, what to do in case of trouble;
then he goes for at least three days on each division with
expert motormen and conductors, without doing anj--
thing except get a reason for everything from the older
employes, learn every inch of track, which means in fact
every joint by night as well as day, every overhead
switch, every street crossing, up and down grades, traffic
of teams and where most frequent, even to the temper
and behaviour of horses, truck and carriage drivers,
passengers' faces, at least all those that live along the
line, names of all principal hotels, theaters, where located,
etc., schedule, meeting places, how to handle car with
heavy and light load during wet and drj' weather, how
to make up and lose time, and what to do quickly in
case of lightening storm, and if car should get off track.
When this has been learned he goes in the shop again to
learn how to handle the switch and brake on a car with
trolley down from wire. When he has acquired the
proper knowledge in this he then goes out and handles a
car under an expert motorman's instructions. After he
is through with all this then comes the examination where
he has to answer over one thousand questions. The day
he is hired he receives our rule book, which he must study
until he not only knows every word, but understands it
as well. When he has passed through this, I go with
him a few trips on each division and watch every move-
ment and correct him if any errors are made. Then
every motorman and conductor must attend lectures
delivered by me no less than twice a month, when erery
detail is gone over again, faults and mistakes are pointed
out, econom}' in current and brakes and greater care of car
is discussed. If any accidents have occurred they are
explained, causes for same and how to avoid them in the
future.
( To be continued.)
THOSE ABSURD CURVES.
AN electrical paper, from the isle across the water,
some time ago editorialized on American street
railway practice, in a way which, though no doubt
highly edifying to the writer thereof, was, in the eyes of
American street railway men, one of the most ludicrous
things ever written. The article was to the effect that
the condemnable practice on American street railroads,
of making curves which cars had to nearly double their
backbones to get around, led to another engineering
monstrosity, namely, the radial truck. One bad practice
led to another, as was demonstrated by this fact. Does
our English friend think that our cities and towns consist
of vast expanses of prairie, over which street railways can
be built on straight lines, or does it think that a right of
way should be condemned straight through solid blocks
of buildings? Possibly street railways are built to accom-
modate the public and get traflic, or again, they may be
built for the purpose of satisfying the aesthetic tastes of
the engineers building them. With all due respect to
our English cousins, there are some things in railway
practice they have not even dreamed of.
Playing Cards.
You can obtain a pack of best quality playing cards bj'
sending fifteen cents in postage to P. S. Eustis, Gen'l Pass,
Agent, C. B. & Q. R. R., Chicago, 111,
(^Ked.li^UwWj\eVtew^
791
MAIN POWER STATION OF THE THIRD
AVENUE ROAD OF NEW YORK CITY.
ON the block bounded by Sixty-fifth Street, Third
Avenue, Sixty-sixth Street and Second Avenue,
where erstwhile the stables for the horses of the
same line once stood, now appears the magnificent pro-
portions of the new and recently commissioned power
station of the Third Avenue Railroad Company of New
York City.
The building occupies 200 feet front on Second and
Third avenues by 610 feet on Sixty-fifth and Sixty-sixth
streets. The building is constructed throughout of the
best material and the exterior faced with Colaburg brick,
and trimmed with rock finished blue-stone. The in-
terior of the engine room is faced with light buff brick,
and has a high wainscoating of cherry and maple, with
doors and windows finished in a similar manner. The
BOILER ROOM
in which the lungs of the installation are.
The boiler room occupies the Second avenue end of
the building, and measures 72j-^ by ig^H f^et. Here,
arranged in four batteries of eight boilers each, are the
125 horse-power horizontal return flue type boilers,
built by the Pennsylvania Iron Works, of Philadelphia.
They are arranged two batteries on each side of the pas-
sage waj-. On the second and third floors of the build-
ing, coal storage is arranged for 4,000 tons. The supply
is hoisted by special elevators and descends to the boilers
through chutes, directly in front of the furnaces. The
fuel is weighed automatically in its fall, and each day's
record may be found by adding the totals for the day.
Goubert feed water purifiers have found favor in the
Third avenue's sight, and four are required, of 1,000
horse-power capacity each. Two Snow duplex pumps
THIRD AVENUE POWER STATION.
roof has a clear span of 137 feet, and is supported by
seven heavy truss girders.
On the Second avenue front the building is three
stories in height, faced as above described, and relieved
by projecting pilasters which have rock-faced blue-
stone binders throughout, and heavy rock-faced bases.
The windows have arched copings, and each window
level is relieved by a band of recessed work. The cor-
nice is surmounted by a serrated coping.
The smoke stack, that stretches 140 feet above the
roof, is octagonal in shape and has recessed panels and
an ornamental cap at the top.
The Sixty-fifth and Sixty-sixth street fronts are fin-
ished similar to the others.
The completeness of the plant can perhaps best be
judged by a short description of each of the divisions,
and naturally we look first at the
are used in this connection. Steam is led through two
16-inch headers, to an 18-inch main header, which runs
clear across the engine room. Twenty inch exhaust
piping is in vogue.
Through the centre of the power station stretches the
engine room. It measures 170 by 137 feet, and has two
alcoves on both the north and south sides. Four Provi-
dence-Corliss engines are here installed, of the non-con-
densing single expansion pattern. The cylinders
measure 40 inches in diameter, by seventy-two inches
stroke. The engines are arranged in pairs. One pair
is placed at the east end of the engine room, driving
shafts, 26 feet 9 inches in length, and 18 inches in dia-
meter. The fly wheels mounted on those shafts are of
23 feet 9 inches diameter. On these shafts also are
driving pulleys of 2 2 feet diameter, driving 22 foot pul-
leys on the main shaft, by means of twenty-two 2}( inch
792
(^)iA^v\aJ>\\^J\^i^
Lambeth cotton ropes. The other pair of engines are
placed at opposite ends of the main shaft. This shaft,
which is in eight sections, connected by plate couplings,
of 48 inches in diameter, is 20 inches in diameter in the
swell, and has bearings, 18 by 30 inches, and here are
placed four 9 foot pinions of 22 grooves each, mounted
in brass bushings and capable of being connected and
disconnected from the main shaft by friction clutches.
ONE OF THE BIG DRIVERS.
Twenty-two 2% inch cotton ropes directly connect the
pinions with a 32 foot driven drum. A 15 foot cable
drum with Walker differential rim, is mounted on the
main shaft. There is one large pulley for every pair of
cable drums. The other driver of each set, is driven by
an intermediate gear of 8 foot diameter. The idea of
this arrangement, is of course, the ability to operate,
any set of drivers by any engine, if necessity arises.
of the way, one in a corner of the boiler room and the
other in the gallerj' of the engine room. December 4
was opening day and the company invited the great of the
city to participate in its joy. Of the company attendant
were president Elias, contractor T. E. Crimmins, Henry
Hart, and the engineers of the Pennsylvania Iron Works.
Besides these assembled, representatives of the Laclede
Car Company and many other prominent supply men as
well as newspaper men took the formal opening trip.
The road is of course magnificently equipped. La-
clede cars thirty feet over all, finished in mahogany and
birdseye maple are used. They are mounted on Balti-
more Car Wheel Company's trucks and Hale & Kil-
burn's elegant dark red plush seats add to the comfort
and effect. There are seven windows on each side glazed
with French plate. The lower part of the car body is
white with a center panel of bright red with silver strip-
ing and gold lettering, the upper part of the body is red,
as are the dashboards. The Pintsch gas and 300 com-
bination Smith lamps light the cars.
The ones to whom the honor of the completion of this
is due and to whose engineering and technical skill it is a
monument we introduce to our readers in the following
brief biographies:
B. W. GRIST, c. E.
was born in Boston, England, in 1842, and in the good
old English style, began his mechanical education in the
machine shop to which vocation he was apprenticed.
Having thoroughly learned the business, Mr. Grist seeing
the opportunities for the exercise of his skill, came to
America and settled in Philadelphia, where he followed
his profession, becoming at a later date general manager
of several large machine shops in the cities of Lebanon
4i /'.
/:
B. \V, GRIST.
Each engine is capable of operating two sets of drivers.
For inspection and pulling in the ropes, a pair of auxiliarj^
engines is provided, connecting with the drivers by gears
and clutches. The drums have in place of outside
bearings, a special strut to keep the drivers in parallel;
the invention of engineer Grist. The tension carriage is
mounted on 30 inch wheels. The tension runs are 255
feet long, at the Third avenue end of the house, and
below the street.
A special isolated light plant and complete blacksmith
and repair shop are connected with tlse plant, and are out
lURE. J. H. ROBERTSON.
and Reading, Pennsylvania. In 1880 Mr. Grist began
business for himself as B. W. Grist & Company, Ltd.,
and did a general machine business.
In 1886 Mr. Grist became associated with William
Elkins, Jr. and others. This association has since become
that great institution, the Pennsylvania Iron Works. In
this enterprise Mr. Elkins and Mr. Grist have shown to
magnificent advantage a combination of financiering skill
and executive ability rarely found. Great credit for the
success of the company belongs to these gentlemen,
whose interest in the great enterprise has never flagged.
(ptjQjd,if{a'dMfayu^wA^
793
E. A. MOORE, C. E.,
whose connection with the cable railway building, has
given him national reputation, was born in 1S64, at Glen
Moore, Pa., the residence of the Moore family. When
six years of age, the family removed to Reading, where
Mr. Moore received his education. When eighteen, he
became associated with Mr. Grist, then general manager
of a machine shop, of that city. With Mr. Grist, young
Moore went into the Pennsylvania Iron Works, where
his career is familiar to all our readers, who ha\e followed
the construction of the Pennsylvania Iron Works' mag-
nificent plants, in various parts of the country.
SUPERINTENDENT J. H. ROBERTSON,
is a Scotchman, as might be imagined from the name.
His residence in Caledonia, however, was not of long
duration, for at the age of eight, in 1842, he came with his
parents to New York. Here he attended the public
schools until sixteen, when he was apprenticed to the
carriage trade.
Being a Scotchman, he was naturally a warrior, and
being a New Yorker, he was naturally a federalist, so it
is not strange, that 1863 found him in the Sixt3^-ninth
New York Infantry, serving until the end of the war.
After the war he returned to New York and engaged
with the Third avenue street railway, of which he was
made superintendent of shops in 1871, and ten 3'ears
later, general superintendent. Mr. Robertson's position
has been won by his own native ability and worth, and
the fine system of the Third avenue is a credit to his
executive ability.
R. p. TOMASSEK
the chief Engineer of the Third avenue railroad was born
in Austria, in 1839. His education began in the public
schools and at the age of 19 he entered the Imperial
Engineering College, from
which institution he re-
ceived the degree of civil
engineer. In 1865 Eng-
ineer Tomassek went to
Mexico, as engineer for
the Austrian government^
remaining there two years
in this service.
At the close of this en-
gagement Mr. Tomassek
came North and settled in
New York City, but later
went to Buffalo as chief
engineer for the Kellogg Bridge Works. Railway engin-
eering however had charms, or at least it would so
appear, for Mr. Tomassek left bridge building to build
the Buffalo & Johnstown Railway. His next experience
was as engineer and contractor at Hamilton, Ontario,
later, returning to Mexico as bridge engineer for the
Mexican Central Railway. Here he remained until his
present appointment with the Third Avenue Railroad
Company as chief engineer.
STREET CAR CURTAINS.
p. TO.MASSEK.
OF all the refining and comfort producing improve-
ments which the modern luxurious street cars
have called into use, perhaps no one feature con-
tributes more than the street car curtain. The difference
between struggling with a wooden shutter, which unlike
Banquo's ghost, will not " up," and a noiseless, easy
running shade which a lady may regulate with a touch,
is as yreat as the contrast between the old style cars and
the new palace cars. The wooden blinds also are notor-
ious for getting "rattled," and form the lodging place
for dust, which suddenly appears in clouds, from no
one knows where. The car shade is taking the place
of the old style, just as an hundred other improvements
and conveniences have already done. The shade illus-
trated herewith is one of a choice variety of stj'les, manu-
factured expressly for street car work, by the McKay
Curtain Compan}-, of Wilmington, Del., whose facilities
are among the largest in the country, and the quality of
whose work is proven in ever}- shade that leaves the
factory.
OBITUARY.
ROBERT YOUNG.
We regret to announce the death of Robert Young,
chairman of the Glasgow Tramways & Omnibus Com-
pany, on November 16. Mr. Young was seventy years
of age and to his last retained the business sagacity for
which he was noted. His life was a varied one and his
death regretted in many circles of business in which he
was interested.
.STEPHEN WILCOX.
Stephen Wilcox, of the firm of Babcock & Wilcox,
died at his home at Brooklyn, November 27.
EZEKIEL II. TROWBRIDCE,
one of the most prominent citizens of Connecticut, died
at his Hew Haven home, Nov. 24. Mr. Trowbridge
was 75 years of age, and left an estate estimated at
$x,ooo,ooo. He was one of the chief owners of the
Fairhaven & Westerville Street Railway.
794
^t?i£ctli\aiWay'ii^A^^
STREET SPRINKLING BY STREET
RAILWAYS.
THIS is a season of the year when managers are
more immediately interested in sprinkling with salt
than with water, but at the same time the wise
ones are planning for next summer, and one of the ques-
tions that ought to come up is that of sprinkling. It
comes to different companies in very different ways. In
some places the street is already sprinkled by a company
collecting its revenue from the propertjf owners; and in
many places, companies must sprinkle their tracks, the
same as maintaining pavement. On other hues there are
long, dusty stretches of suburban road, that have to be
sprinkled in some way to make it endurable for passen-
gers. It is unnecessary to speak of the saving in power.
under the car. The street is wet down by means of a
long perforated tube. This tube can be swung around
next to the car, to avoid teams. Two men make a crew
for each car, one to run the motor, the other to tend to
the sprinjcler arms, and regulate the flow of water.
For purposes of filling, flush hydrants connected to the
waterworks are located about once a mile along the
street in manholes between tracks. By the help of a
specially designed ball and socket connection, the car
hose is attached, the car filled and hose hung up ready
to start, in an interval of about two and a half minutes.
It has been used on the Calumet Electric Railway, of
this cit}', during the past summer, to subdue the clouds of
dust that made travel a burden on its lines. It was
operated entirely at the company's expense, and took the
place of numerous high salaried sprinkling wagons. At
SPRINKLING ON THE CALUMET LINES, CHICAGO.
and wear and tear on motors, due to having a clean rail
and dustless roadway. Street railway men are apt to be
rather indifferent on the sprinkling question, and look on
sprinkling cars as nuisances, that are only endured because
they are sometimes a necessity. It has been demonstrated
in the past two seasons, however, that sprinkling can be
made a source of profit, as well as a gain from an engin-
eering standpoint. This is accomplished by having a
sprinkling car that will not only sprinkle the track, but
will take the place of an ordinary sprinkling wagon on
the street. The cars built by the United Tramway
Sprinkling Company, of Louisville, Ky., afford a method
of sprinkling that is far superior to wagons, from the
standpoints of- economy, speed, and the quality of the
work done. The track sprinkling is done by sprinklers
other places, most notabl}', Rock Island and Louisville,
these cars are quite a source of revenue to the street
railwa3^ At Louisville they are run between cars on a
2 1^ minute headway. At Rock Island and Davenport,
the local sprinkling company owns the cars and pays for
the use of power and track. Our engraving shows the
car on the Calumet, running on one of the streets of
South Chicago. Wherever fairly tried, these cars have
proved a great success and a decided improvement on old
methods. Even where the railway company does not
care to undertake a contract with property owners to
keep the entire street wet, although most companies
could realize a handsome revenue by doing so, it will
pay them to encourage the formation of a local company
for the purpose. This relieves the road of all the office
(p\iuiiA'j{aA\^u{^^^
795
and detail work of making contracts and collecting bills,
but insures a regular rental for hauling the cars over its
lines. In all but the larger cities the railway company
can undoubtedly handle the business itself and at a very
small expense, and in the smaller cities the present ofHce
force is amply sufficient. The question should be taken
up at once and contracts made, and sprinkling equip-
ment ordered, so that everything may be in good working
order for prompt commencement of the work in the
spring. The United Tramway Sprinkling Company,
Louisville, kindly offer to furnish any manager with full
dafa as to operating cost and profits, and the figures
should be secured and studied by every manager. They
are surprising.
STORAGE BATTERY TRIAL IN CHICAGO.
THE ADAMS WATER TUBE BOILER.
THE Adams water tube boiler as will be seen from
the illustration is of the type having a central tank
with outwardl}- projecting tubes, which type, is as
is well known, one of the most efficient on the market as
far as coal consumption goes, the main trouble having
been with scale. In the
Adams boiler this diffi-
culty is lessened in sev-
eral ways. The tubes
are all constantly below
the water line. As
shown in the illustration
the water is fed into the
reservoir formed by the
extension of the central
tube up into the steam
drum. From this cham-
ber the water descends
to the bottom of the
boiler through an out-
side tube as shown.
The upper reservoir
acts as a live steam puri-
fier so a great deal of
the solid matter in solu-
tion is dropped before
it reaches the boiler
proper. If the water is
very bad a trap can be
put on the pipe connect-
ing top and bottom of
boiler to give sediment
an e.xtra chance to set-
tle. It is an easy mat-
ter to clean out the bottom of the dome. Each boiler is
a complete unit by itself with the stack castings and fit-
tings. The guarantees made by the maker places its
evaporative duty equal to any water tube boiler made.
It has been extensively used in iron works through Ohio
and Pennsylvania. C. P. Adams, 807 the Cuyahoga.
Cleveland, is the maker.
THE Twenty-second street small boy has been greatly
exercised of late over a street car that has no visible
means of locomotion. The car in question was,
however, carrying passengers runmng trip about with the
trolley car and actuated by an old Rae motor of 25 horse-
power, geared to both axles, getting current from a series
of Globe storage batteries, of which is this story:
The Globe battery, which has been mentioned from
time to time, is the invention of H. C. Porter, of Chicago,
and is particularly intended by the inventor for traction
work. The interest shown in storage batteries and the
points of excellence claimed for the battery in question
prompt the description of the element. The cell has a
hard rubber case which may be sealed, and one of the
principal claims of the battery is its lightness consequent
upon this construction. The component parts of the ele-
ment are: (i) The conducting plate, which consists of
thin strips of metal
lie lead, applied to
the active material
by insertion. (2)
The active material
which is held in place
by (3)> two hard rub-
ber grids in a per-
pendicular position.
These grids at each
square have shelves
or projectors which
sustain the material.
Two grids, face to
face, form a box for
the reception of the
material and into this
the lead conducting
rods are forced per-
pendicularly, but in
no wise supporting
the material. This
combination effects an electrode and
form the positive and negative elements. These are
bound in sufficient numbers and encased in the hard rub-
ber covering. The construction of the electrodes enaliles
them to take energy faster than if they were thicker, and
the shelf arrangement gives greater stability to the
UATTERV LOMl'LETE.
number of these
796
(^ked.J\ail*v^^j^ylcW'
material. Another claim is that with usage the material
becomes porous, making it more retentive of energy than
batteries depending on lead support.
The car in question, on the Twent\'-second street line,
is a i6-foot body, mounted on a Peckham 6 A truck and
equipped with 84 cells of the Globe battery placed under
the seats. The motor as noted is a 25-horse-power Rae.
Power was obtained until lately from the Siemens-Halske
station, from which generators the trolley cars obtained
their current. The charging station was a picnic affair,
in fact, nothing but a tapped trolley and a resistance, to
reduce the voltage to 210. The batteries were not
removed from the car, but charged while in place. The
THE REDUCING STATION.
I 2
3
4
5
Voltage,
1.92 1.90
1.88
1.80
1-75
Amperage,
25 50
80
100
120
Time,
45 min. 60
20
40
20
cells are charged once a day, at from 55 to 65 amperes.
The car operated some time, without hitch or hinderance,
speeding up to trolley rate. It takes seven hours to
charge.
The readings of a 6S-pound Globe storage cell give
some interesting data. The voltage began at 1.92 and
the results were:
I
oltage, I.
.mperage,
'ime,
The same cell is said to have discharged at 25 amperes
showing a capacity of 317 amperes, at a potential begin-
ning at 2.0 and finishing at 1.S5.
No figures are extant as to the life of the electrodes,
but the Syracuse line, operated by this battery, returns
some data. C. L. Pack says: "We find the actual cost
of charging the car is 37 cents for seven hours. We
run 125 miles on one charge; voltage at start 204, at end
192. The road is quite level and the track terribly
rough. The motor seldom draws less than 45 amperes
and sometimes as high as 200 amperes in starting. In
one of our day's work we carried about 400 paid fares,
distance run 117 miles, time 15 hours, cost of fuel 35
cents, labor 65 cents. We furnished our own d3namos."
The Portsimoutu, O., Street Railway Company
opened its line November 16, with fitting ceremonies.
PERSONAL,
F. X. CicoTT, well known to all street railway men,
was a recent caller at the Review office.
Mrs. T. H. McLean, of Indianapolis, who has had a
long and dangerous illness is recovering.
C. B. Thurston, of the Jersey City Consolidated, has
been made receiver of the Newark Chemical Company.
Marcus C. Lanious, brother of Captain W. H. Lanious,
president of the York, Pa., street railway, died recently.
Pre.sident J. A. Rhomberg, of the Dubuque, la.,
Street Railway Companj-, was seriously injured by fall-
ing on a slippery walk.
William H. Graham, secretary of the Pleasant Valley
Traction Company, of Pittsburg, has been distinguishing
himself as a lecturer on the World's Fair.
F. E. Pritchard has returned to Oswego, N. Y., and
resumed his position as superintendent of the Oswego
Street Railway and the People's Electric Light & Power
Company.
President Joel Hurt, of Atlanta, is already begin-
ning to think up attractions for the coming convention
and spent several days in Boston recently, conferring in
the matter.
A. E. Jones, who had entire charge of the installation
and exhibit of the Morrin climax boilers at the fair, has
just returned to New York. He made hosts of friends
while here.
H. H. Lynch, recently appointed chief of construction
of the Consolidated Street Railways of San Francisco,
was given a banquet in the maple room of the Palace
hotel, by his friends.
G. H. Van Voorhies, of the Railway Equipment
Company, is just at present afflicted with a broken leg.
For a man of Mr. Van Voorhies activity he is bearing the
confinement very well.
B. E. Charlton, president of the Hamilton, Ontario,
Street Railway Company, has undergone an operation
on his eyes for cataract, and says he believes the opera-
tion will prove quite successful.
Robert Hill, chief engineer of the Chicago City
Railway, has just returned from a three weeks trip
through the east, where he made a very thorough inspec-
tion of the largest electric systems.
Superintendent Henry A. Newell, of the Broad-
way cable. New York Cit}', and Miss Stewart, of the
same city, were married several months ago, but their
wedding has just been made public.
(p\Mid^if{aJAM/wf\^^
797
Superintendent M. K. Bowen, of the Chicago City
Railway, has returned from his first vacation since his
connection with the compan}'. He spent two weeks in
Tennessee, a-hunting of wild animals.
KNOX TOWER WAGON ON THE CITY
RAILWAY.
Superintendent Geo. W. Hommei.l, of Milwaukee,
is, we are happj' to say, recovering from an attack of
pneumonia that nearly cost him his life. His many friends
will be glad to know of his returning health.
H. A. Everett, has resigned his position as managing
director of the Montreal Street Railway, but will remain
on the board. His successor is Granville C. Cunning-
ham, the chief engineer, who now takes the title of man-
ager.
Gaston de Lassus, assistant secretary of the Duquesne
Traction Company, Pittsburg, is on his first vacation
since his connection with the company. He will visit his
IT is one thing to build a tower wagon, it is another
thing to build one that will stay together for any
length of time, and it is still another to make one
that will stand the service of a wrecking wagon. The
one illustrated in our engravings is in use on the Chicago
City Railway, being located at the barn at Sixty-first and
State streets. It is the design of G. W. Knox, the elec-
trician, who gathered up the results of his extensive
experience with tower wagons, and drew the plans for
the present one which is in regular service as a wrecking
wagon, answering emergency calls. It is fitted with all
the tools ordinarily put on a wreck wagon, and also
material for fixing overhead work. The wagon, com-
plete with tools, weighs 3,800 pounds, and is so strong
and compact as to be admirably adapted to making runs.
The tower is entirely of iron, and the platform is raised
THE COMBINED TOWER AND WRECKING WAGON.
New Orleans home and take a trip into Mexico and Cen-
tral America.
Herbert Warren, the recently appointed general
manager of the Uuluth City Railway, is a self-made man,
having raised himself to his present position by his own
efforts and sterling worth. Seven years ago he was col-
lector on the St. Paul City Railway.
Alex. Lewis, formerly of the General Electric, has
become western representative of the Curtis Electric
Company, with offices in the Monadnock building, Chi-
cago. Mr. Lewis is too well known to require introduc-
tion, and the Curtis motor is to be congratulated on its
introducer.
from a height of ten feet to fifteen feet and a half by a
chain and pulley, operated with a detachable crank at
the rear steps, and shown in the engravings. The a.xle
turned by this crank is geared to the chain drum. A
ratchet on this crank axle keeps the platform at any
position it is left. The platform corner supports slide up
and down inside the four corner posts of the main frame,
both sets of posts being of angle iron. Tool bo.xes are
located under the driver's seat and along the sides of the
box. The wagon itself is very similar to that used as a
wrecking wagon.
The Third avenue cable of New York will use the
lever instead of the wheel grip on their cars.
i\)9>
(^ked-l^iWoj^j^VieW'
THE LAKE COMPANY'S FRICTION
CLUTCHES AND COUPLINGS.
THE specialties of the J. H. & D. Lake Compan}', of
Massilon, Ohio, are the Barnes screw lever fric-
tion clutch pulley and the Barnes screw lever fric-
tion clutch cut-off. Figure i is a longitudinal section of
the friction clutch pulley as released, and having the
'///^yy/y^yy/^/^y,,//^///;///-^/^.
'W/^yyyyy7777?
FIG. 4.
driving hub keyed to the shaft. The same is shown in
perspective in Figure 2 and a sectional end view is illus-
trated in Figure 3. The latter shows the friction hub
FIG. 3.
encircled by the friction ring, the hub being cast in one
solid piece with the pulley. The projecting lugs on the
opposite side of th" driving hub of the ring drop into the
lever or multiband friction clutch pulley. The friction
ring is simply a spiral band which closes by traction
pressure at the ends.
In spite of the recent depression the J. H. & D. Lake
Company has prospect for a good business during the
winter. They moved to Massilon recently, from Hornells-
ville, N. Y. The new establishment is a model of com-
pleteness. The daily capacity of the foundry is about 20
tons.
NEW TERMINAL AT SAN FRANCISCO.
THE plans adopted, and published recently in the
Review, for terminal arrangements of all the lines in
San Francisco, at the Ferries, have been changed
as illustrated herewith.
UNION DEPOT a FEf?RY HOUSE
On some of the Hamburg lines coal dust is beng
experimented with as a rapid burning fuel. It is blown
into the furnace by a jet.
Chas. Coon, chief inspector, of the Buffalo Railway
Company, on his recent promotion to that office was pre-
sented with a gold watch by his fellow emploj'es.
FIG. 6.
FIG. 7.
lug cavities of the friction ring and when the clutch is on
these lugs take all the strain. In Figure 4 the whole
combination with lever attached is shown. Figure 5 and
6 are of a friction clutch pulley intended for light work
on countershafts, etc., and known as the Barnes single
After an exciting suit the case of Peter Conley
vs. the Cincinnati Street Railway Company has been
decided, and Peter has been awarded 12 cents damages
in place of the $3,000 he wanted for a mis-punched
transfer.
ANNUAL REVIEW OF THE YEAR WITH OUR ADVERTISERS.
Reports Received from only a Small Number, but Indicate a Better Business than could Reasonably have
been Expected. First Six Months very Heavy. July, August and September,
dead. Last Quarter shows Steady Recovery.
y^ /^ HAS been a disapointment. At this time a
V^ \ year ago the universal expectation of the sup-
-X \^ plj^ dealers and manufacturers was for a
continuation through the months of tliis year, of the
phenominal business enjoyed in '92. Notwithstanding the
almost certain indications, it was scarcely to be hoped
that the tremendous pressure under which new lines were
built and old ones re-constructed at even greater expense,
could in the' nature of things long continue; but at the
same time there were promises and even many contracts
made, which the sudden stringency in the money market
withered and blighted as suddenly as a frost. Up to July
I our reports show a fine business; in many cases its
volume even exceeding the 12 months of last year
Then the bottom seemed to drop out within a week, and
the wires were hot, countermanding orders already
placed and extending indefinitely delivery date of machin-
ery and materials in process of manufacture. This was
much easier for buyers to do than manufacturers to carry
out, and in nearly every instance worked a severe hard-
ship, for large investments had been made and were now
left on the builders' hands as a dead weight. Others
who had gone to much expense preliminary to bidding
on contracts, no small sum in the aggregate, had to call
a halt and try and exercise patience. Not only were there
no orders placing during the summer quarter, but sales of
repair parts were far below the actual necessities of roads,
most of which reduced service and deferred any but the
most absolute repairs. The result is that many roads
throughout the country have kept on wearing out, and
are already beginning to reap the harvest of neglect, and
eventually there will be demands for this branch in excess
of what would otherwise have been required. Few exten-
sive betterments were made this year, and by spring
many roads will have to do some lively work.
The last three, especially November and December
months, indicate a strong, though not complete, recovery,
and really present a much brighter outlook for next year
than was believed possible 90 days ago.
One good feature of the depression, and which should
be maintained for the mutual good of buyers and sellers,
was the almost general refusal on the part of dealers to
grant long time payments. By this we mean 12 and 18
months' paper, as was getting to be an altogether too
frequent occurrence. Competition was the cause which
had led up to this by slow degrees, and when bottom
prices were reached by active bidders, they commenced
a frantic struggle to see which could outdo the other in
deferring the day of settlement the longest. This is
radically wrong, and can eventually result only in the
purchaser paying more for supplies than liad they
bought on shorter time.
With one or two exceptions, the street railway supply
firms have weathered the storm wonderfully, and it is at
least a matter of congratulation, as one wiites, that "we
are still in existence." Quite a number have even in-
creased their manufacturing facilities, and a few have
erected entire new factories.
And what about the new year? From every hand
come encouraging reports. We do not look for a fever-
ish boom in building new lines, where no urgent necessity
exists, but everything now points to a firm, steady and
much more extensive construction and renewals than is
at all evident on the surface. Capital is already aweary
of its enforced hiding and is getting hungry for its accus-
tomed interest revenue, and the probabilities are, abun-
dant finances will be available for all really meritorious
and legitimate enterprises.
We most heartily wish for all our advertisers a busy,
prosperous year, in the coming months of 1894.
AuGuiNus Day, Detroit, has made but few changes in
his popular track cleaners, for which there has been a
steady demand for years. Finds present orders up to the
average years. He now makes a type for grooved rails.
During the year, J. H. Gates has assumed the western
management of the Waddell-Entz Company, with offices
in Monadnock building, Chicago, being the first repre-
sentative of that company in the west. He has secured
a very satisfactory number of contracts and has every
reason to be satisfied.
C. S. Van Nuis, New York, brought out his Ajax
lightning arrester, which was favorably received. For-
eign orders include South America and Canada. Last
two months somewhat slower, but balance of year, busi-
ness fully up to last year. " With easy money market,
business should be very brisk in '94."
The New Castle Car Manufacturing Company,
New Castle, Pa., has had a busy year in which its busi-
ness was doubled. Increased capital stock $12,000, added
new buildings and machinery, doubling capacity; are about
to erect a large varnishing shop. Have brought out sev-
eral styles of baggage and combination cars. Outlook
very satisfactory.
The Milburn Wagon Company, Toledo, O., made a
big gain the first six months, and while the depression
was noticed the following months, have enjoyed a good
business, and will require full force January i. The
Lincoln tower wagon has given perfect satisfaction, and
buyers have sent in very gratifying testimonials of satis-
faction,
800
(p\Ahiv\ai\MfjajfU^m^
International Register Company, Chicago, have
had a healthy increase in trade; have put in more mach-
inery; have sold large special orders to the Calumet
Electric and West Chicago roads of this city. Expect to
treble capacity next year, and will put their new " Alum-
inium" register on the market January i. Received
medal at World's Fair.
Lane & Bodley, Cincinnati, added new machine tools
to their already extensive plant, and brought out a new
set of Corliss engine patterns — the Columbian. The
frame has a bed section, and is a most rigid and strong
construction, specially designed for street railway work.
Foreign shipments to Mexico and Cuba. For 1894,
predict " a fair volume of business."
The Johnson Company, Johnstown, Pa., notwith-
standing the great falling oif in new construction, have
made a surprisingly large output of rail, much of which
has gone on second orders. In special work there has
been plenty to do in intricate curves and crossings, the
tendency of buyers being to order better and heavier
work than was once thought necessary.
The New Haven Car Register Company has
been kept busy, especially the past two months, in filling
some large export orders. Is now getting out several
large orders for American roads. " We believe the
coming spring will show greater activity than ever in the
construction of new lines, and are much gratified at our
own prospects."
The United Sprinkler Tramway Company, Louis-
ville, Ky., has made substantial progress this year, introduc-
ing its cars into several new cities where splendid records
were made. A large amount of preliminary work inci-
dent to the introduction of all new ideas, has been accom-
plished, and as a result numerous contracts are closing for
next season's business, which promises bright.
The Brownell Car Co:mpany, St. Louis, have nearly
doubled last year's facilities by additions to former factory
and increased machinery. The record of the Accelerator
cars where introduced last year has been highly pleasing,
and large sales were made to Detroit, Cincinnati, Coving-
ton, Baltimore, Brookljn, Boston and Chicago. The
volume of business has been larger than '92.
The Garton-Daniels Electric Company, Keokuk,
Iowa, date their incorporation from May, 1893. The
Garton metaUic circuit arrester has met with a large sale,
not only to new companies, but second and third orders
from old users. Foreign shipments went to Belgium,
Germany and Panama. A specially large order was 284
arresters to the Cincinnati, Newport & Covington road.
Abendroth & Root Manufacturing Company,
New York, greatly enlarged their erecting shop. For-
eign shipments of boilers and spiral riveted pipe were
made to Central and South America, Mexico, Africa and
Japan. The output exceeded that of 1892, which, under
the depressed conditions, is particularly a matter of satis-
faction and highly complimentary to the firm's products.
J. H. & D. Lake Company, Massilon, O., doubled
their foundry and machine shops. A large shipment of
friction cut off couplings and friction clutch pulleys was
made to Santiago de Cuba. Business has gradually
increased in spite of hard times, and a new pattern shop
is about to be erected. " The prospect for business in
our line, after January i, is very good, judging from the
volume of inquiries which is increasing daily."
Hale & Kilburn, Philadelphia, report large shipments
to Europe, Canada, Mexico, Cuba, Brazil and China.
First six months of the year up to high water mark of
'92, but felt depression somewhat last six months. New
goods include reversible cross seat No. 71% for street
cars, which has met with great favor; also improved their
spring side seating. Traveling force increased in the
person of J. S. Lindsey, who gives his entire time to
street car department,
Albert & J. M. Anderson, Boston, will remember
1893 as the year they erected and occupied their new
and extensive factory, affording greatly needed and
increased manufacturing facilities. Among several new
devices of the year may be mentioned the Boston or
Pivotal Boston trolley; the West End trolley wheel, and
a new section insulator described elsewhere in this issue.
Foreign orders have been good, and the business of the
year quite satisfactory.
The Mosher Electric Company, Chicago, whose
arc lamps for railways circuits have made a splendid
record, have had a good year with an increasing business,
as railway managers became aware of the excellent
merits of the Mosher lamp. During the year they
brought out a new constant polential direct current arc
lamp and a new alternating current arc lamp, both of
which are favorites. Foreign orders include South
America, China and Finland.
Ide & Son, Springfield, 111., established new agencies
with W. H. Post, Detroit, and Fred. Beall, Ft. Worth.
Added more machinery for improving and lessening cost
of product. New appliances include power transmission
with idler pulleys and direct connected engines, seven of
the latter of which were sold. One engine was sent to
British Columbia. Volume of business was a trifle less
than '92 ; may erect new shops next year, but consider
business outlook discouraging.
The Steel Motor Company, Cleveland, have
added new machine tools, affording increased faciHties.
New devices are: New single reduction "steel clad"
railway motor and series multiple controller, both show-
ing remarkable results in power efficiency and low cost
of maintenance. Of fifty car equipments, which ran
entirely encased all through the hot weather, all are still
(^lAectj\aiU^u^vieW*
801
running, without having required any outlay for electrical
repairs. Will soon increase machinery in motor depart-
ment.
The Charles Scott Spring Company, Philadelphia,
have had a steady demand for their well known elliptic
springs, which are standard on nearly all the trucks in
the market. The year has shown an increasing ten-
dency, both of truck makers to recommend, and managers
to use an increased spring support on motor trucks, a
step undoubtedly in the right direction. Their success
with trolley and brush holder springs, has been very
gratifying, and this type of spring has also had a greatly
increased sale.
C. D. Morse Car Manufacturing Company, Mill-
burg, Mass., are another of the firms who will date their
street car business from '93, having entered the field last
spring. Their efforts were successful, and in a very
short time were obliged to double most of their buildings,
and contemplate erection of still more buildings in the
spring; are highly gratified with the year's business, and
"predict a very busy year for car building, and conse-
quently, in other lines of supply business, for 1894,
and the outlook exceedingly brighter."
The Ball Engine Company, was unable to break
last year's record, because, in 1S92, they ran night and
day during the entire year, excepting Julj' and August.
Their business, however, has been very large, and con-
sidering the greatly decreased demand for all kinds of
machinery, has been surprisingly large. They are now
bringing out a line of vertical engines, and have added
two sizes of horizontals. Foreign shipments were to
Mexico, Cuba, Manilla Islands and other countries. Find
business improving and " believe it will be good in 1894."
Con.solidated Car Heating Company, Albany,
I N. Y., made E. A. Smith, formerly assistant secretary
and purchasing agent at the home office, general agent
at Chicago, with office at 200 Western Union Building.
Their new electric heaters were a feature of this year,
and required additional facilities and increased help in the
factory. Volume of business exceeds last year by 10
per cent. Fifty-seven electric lines were equipped with
electric heaters, the Calumet aud South Chicago roads
taking heaters for 75 cars. Considers prospects for '94
good.
The Graham Equipment Company opened a new
office in Philadelphia, at 232 Carter street, with W. A.
Bartlett, Jr., in charge; also established new works in
[that city and increased the Boston factory by an addi-
tion, 35 by 70 feet. The improved Graham truck has
[been adopted as the standard on 14 roads, an excellent
showing. One truck, on telegraph order, to go under a
snow plow at Bath, Me., was assembled and shipped in
five hours. Plans are now making for an entirely new
and much more extensive plant at Boston. Predict a
good year.
Pittsburg Steel Hollowware Company have had
a busy year and have doubled the record of '92, notwith-
standing the close money market, capital was increased
from $12,000 to $50,000, and main office established at
43 Federal street, Pittsburg, with James McNaugher, Jr.,
secretary and treasurer, in charge; also a branch at San
Francisco, McLure & Kaufman. Facilities increased to
500 gongs per day. Foreign shipments to Canada, with
recent inquiries from New Zealand and Australia. "We
look forward to a large increase next year, judging from
all present indications and inquiries."
The Shultz Belting Company, St. Louis, have
increased their machinery and established additional
agencies abroad. A notably large order was one of
22,000 feet to Russia. One "wanted quick" order, was
for $11,000 worth of belts for the Sherman Oil & Cotton
Company. President Schultz says; "We think the out-
look for next year is good for all lines of business, as
people have been economizing and using up old material
and material on hand, and there will be good demand for
everything next year. The country will go on, and labor
will be employed, and we will be happy."
The Rice Machine Company, Chicago, opened a
branch in Milwaukee, at 93 West Water Street, in charge
of Wm. L. Phillips. Their machinery was considerably
added to. Very satisfactory results are reported from
all users of their wood-rim iron center fly-wheels and
Dodge patent split clutches, for electrical generating.
Volume of business has been extraordinary, amounting
to 80 per cent over last year, due partly to a large
World's Fair order. Reports increasing favor for rope
transmission for main power connections. Secured
World's Fair medals on Dodge special wood-rim dyna-
mo pulley.
HoppEs Manufacturing Company, Springfield, C,
report a change in firm, by the addition of Robert John-
son and J. A. Hayward, the latter becoming secretary.
A Chicago office was recently established in the Rook-
ery building, in charge of Wm. S. Love. Additional
machinery was installed in factory; improvements made
in their feed water heaters and purifiers, foreign ship-
ments of which were made to Me.xico, a very favor-
able and encouraging increase over preceeding year.
Consider outlook for '94 good. Have just occupied a
new office building, built on the cottage plan ; most com-
plete in the city.
Arthur S. Partridcje, of St. Louis, has had a most
excellent year's business in electric railway iron poles,
trollfy, feeder and line wires, for all of which he is agent
for ti. ; strongest and most energetic manufacturers in
their lines in the country. In addition to construction
material, the volume of his business in repair parts, such
as rawhide blanks, mica and micanite, carbon brushes,
gears, pinions, steel trolley poles, etc., has increased
largely in 1893, and he now has the exclusive agency in
802
^tiectj\ailM^xiy-j^VkW*
St. Louis and the southwest for the product of the best
manufacturers of electric railway supplies. Considers
outlook " most favorable."
Taylor Electric Truck Company, Troy, N. Y.,
are pleased to report their business fully up to expecta-
tions. "Trucks which we have sent on orders to many
of the leading street railways in this country have been
very satisfactory, and while of course there is more or
less uncertainty about the out-look for the coming year,
we would say that we feel encouraged to believe in a
gradual resumption of business upon sounder basis than
heretofore. We have put upon the market this year our
empire state radial truck for double truck cars, and also
a simple truck for freight and construction cars, to be
used with or without brakes."
Sawyer, Manning & Company, New York, have
greatly increased their sales of uniform cloths, partly
through the splendid record their goods have made, and
partly through the efforts of C. L. Bowler, in charge of
this department of their business. While they make a
full line of blues, they specially recoAimend their West
End cadet gray cloth, which is largely used by street
railways, being specially adapted for conductors and
drivers, on account of its non-dirt showing, and wearing
qualities. This firm are not makers of uniforms, as
many suppose, but manufacturers of cloth, samples of
which will be sent anywhere on request.
Lewis & Fowler Girder Rail Company, Brooklyn,
brought out two new sections of rail, styled " Section L"
and " Section M," to meet the demand for heavy traffic,
and the usual number of new designs of special work in
switches and frogs, for the manufacture of which they
have large facilities. The year's business has been
extremely satisfactory, being far in excess of '92, and
which has required the laying out of additional assemb-
ling yards for special work. The intention now is to
erect additional buildings again next spring. Sufficient
orders are already in hand to keep the works busy all
winter, and the prediction for next year is "most excel-
lent."
George Cutter, Chicago, has kept things moving in
his line at a rate which has made that trade marked imp
step lively to keep his toes from getting burned. A new
specialty is his knife switches with a spring snap in all
sizes from 25 to 1,000 amperes. Large single orders
included 10 car-loads simplex feeder wire for Chicago
City Railway; and simplex wire for the Ferris wheel,
delivered out of stock in Chicago, Business was unusu-
ally heavy during the first six months. The Chicago fac-
tory of the Western Electric Heating Company, of which
Mr. Cutter is the manager, was enlarged, and special
attention will be paid to rheostats and heaters with enam-
eled resistances.
The Railway Equipment Company, Chicago, have
had a busy year. Branches were established at New
York, J. L. Luding, agent; San Francisco, P. A. Roger,
agent; and at Philadelphia, C. M. Corpening, agent.
Facilities for manufacturing their Type G overhead
material were largely increased to meet demands. New
overhead switches, circuit breakers, strain insulators, and
the new rail bond spring bushing were specialties of 1893.
England, Germany and Canada were large buyers.
Unusually large home orders went to Worcester, Indi-
anapolis, New York and Cincinnati. Owing to the very
large business earl}' in the 3'ear, 1893 will equal 1892.
Outlook must encouraging for large deals.
The Walker Manufacturing Company, Cleve^
land, has maintained the reputation of all their varied iron
products, specially large work for railways use, being the
Walker- Weston friction clutches of 1,000 and 1,200-
horse-power, for the Fifty-first street station, and Houston
street station of the Broadway cable road, and 1,000-
horse-power friction clutches for the Sixty-fifth street and
Bowery stations, of the Third Avenue cable line. Also
500 and 7SO-horse-power clutches for the Baltimore Pas-
senger, and Blue Island avenue power house, of the
West Chicago cable road. Shipments of large orders
of hydraulic machinery were sent to Glasgow, Scotland.
The important plans of the Walker company, for new
departures and additional departments for 1894, are
mentioned elsewhere.
The McGuire M.\nufacturing Company, Chicago,
have no reason to complain, for the first seven months
of 1893, showed a handsome increase over the entire
twelve of last year. Their steel frame truck has
enjoyed a continued popularity, and the eventful year
was duly celebrated with the advent of the new "Colum-
bian " truck, which has also been introduced with great
success in Germany. The company also brought out a
new pivotal truck, the " adjustable traction," so called,
from the fact, that the construction of the truck permits
the placing of the entire load upon one pair of wheels,
the other being used as idlers, or guides, and when
curving, sufficient of the load is transmitted automatic-
ally to the idle axle to facilitate the curving. From its
exhibition at the World's Fair, numerous orders were
sold to foreign manufacturers, who desired to introduce
them in their respective countries, as their own make,
but the McGuire people say they will be confronted with
patents in Germany, France, England and Canada.
The McGuire trucks received World's Fair medals, and
President W. A. McGuire reports more inquiries for new
business, during November, than the three preceeding
months combined, and predicts that next year will be a
grand year for street railway business. He also reports
that some of the railway companies in different parts of
the country suffering from the panic, that were compel-
led to ask for long lime in which to pay their accounts,
and whose paper the McGuire company had taken, fall-
ing due well into next year, have actually anticipated
payment rather than pay interest, and he considers this a
hopeful indication of an improvement in business.
(jO ticct J\aiKvxiy- y^eVm/
803
The Goubert Manufacturing Companv, New York,
whose feed-water heaters are power household words;
have enjoyed a prosperous year, although, like others, the
last six months fell below the earl}' half of the year, which
was phenominal.
"Smith, of New York," whose lamps enlighten the
street car world, has been running full time all through
the year, and worked the factory nights during October
and November. The increase of '93 is 30 per cent, which,
under the circumstances of business depression, is a
remarkable testimonial to the merit of the company's
work. New styles have been a combination lamp, a new
double signal lamp and a new style heater. The South
American trade has been very large. Notably large
orders in this country were 200 headlights and 400
signal lamps for the Brooklyn City lines; and 300 com-
bination lamps for the Third avenue. Altogether '93
shows the largest business of any during the past ten
years, and Chas. G. Smith, the manager, says indications
are for a very good trade during '94.
M. C. Bullock Manufacturing Company, Chicago,
suffered the loss by deatli of its secretary, O. H. Blanke,
wants, or possible requiremeiits, and the cheap "cut-and-drv methods of
tlie past will be relegated to the rear, and^model plants, consisting of self-
stroking boilers, designed for highest evaporation duty and made to carry
from 150 to 200 pounds of steam, will be installed, while high speed,
compound or triple-expansion engines, coupled direct to dynamos, will
take place of belted engines and dynamos, thus saving from three-
quarters to seven eights of the valuable floor space required by the ex-
isting plants, which, by the way, is of vital importance in figuring on the
first cost of a plant.
The carrying of high steam pressures and the use of compound or
triple expansion high speed engines will also effect an enormous saving
in fuel, oil and attendance.
With free trade staring him in the face, the American engineers' motto
must be "economy in all things."
CLEAR THE TRACK.
THESE are the days when snow, and snow fighting
devices command enough time in the mind of the
superintendent, to more than make up for the neg-
lect and humble position the plow must needs occupy
when the sprinkling cart and open cars are in their glory.
Our illustration is of a time tried veteran, whose construc-
tion and proportions will immediately commend them-
selves, and is one of the plows made by the Fleming
Manufacturing Company, of Ft. Wayne, Ind. This firm
has a famous reputation for snow-bucking apparatus,
° FOKT WAYNEc^ a Sa HKVI HSJHH SWOW
FLEMING SNOW PLOW.
a promising young business man of sterling qualities, who
died in March. Increase in manufacturing facilities in-
clude a full line of drawings, patterns etc., for building
the Willian's central valve engine, for which this firm
took the American agency this year. While the
year's business falls a little under 1890 and 1891 it is
larger than '92, and in Corliss engines particularly larger
than any previous year. President M. C. Bullock, whose
long years of experience and observation are well known,
says of the business outlook for '94 —
"Not brilliant, for owing to the continued depression in financial con-
dition of the country, capitalists are scrutinizing all investments with
great care, and nothing but "gilt edged" schemes can be floated; con-
quently there will be less projecting and building of new lines of roads and
less additions and extensions of plants than there has been for several
years.
This may result in a lasting benefit to the general public, for only
roads which have able management and ready capital will be built or ex-
tended, and all the best managed roads are now making a special study
of how to obtain, first, highest efficiency, and second, how to reduce
operating expenses. This will result in the discarding, in the near future
of many experimental plants, which were erected as "make shifts" and
fitted out with cheap engines and boilers, which were generally "steam-
eaters" instead of being "steam- users'*.
Now that the experimental stage has passed, competent constructing
engineers will be employed to examine present conditions and future
which includes the "walk-away," which cleans a good
sized street in about two trips. The "Reversible,"
llustrated, can be drawn by either electric, cable or horse,
and the one shown is mounted on a Taylor truck. The
Fleming Manufacturing Company have sold plows in
all parts of the north, a large number having been in use
on the Chicago lines for several years.
THAT OLD CASE.
IN an appeal taken before Judge Wickham in regard
to Sunday work, under the blue law of 1794, was
decided November 26, upholding the law. The case
was that of Glenn Wallace, et al, vs. the Commonwealth
of Pennsylvania. The conductors of the street cars on
College Hill were prosecuted for violation of the Sunday
law of 1794. The cases were first heard before
Justice White, of College Hill, who decided for the
prosecution. The decision of the appellate judge was
against the coiiductors and the company, but it is quite
unlikely any radicial enforcement of a dead law will be
attempted.
804
(jo ticet J\aiWxiy j^Vmv^
ECHOES FROM THE TRADE.
The Reliable Manufacturing Company', of Boston,
reports good trade in electric heaters, and have orders
enough to keep its full capacitj- running until new years.
The Bemis Car Box Company reports an order from
the Laclede Car Company, for 50 Standard motor
trucks, (making 300), for cars for the Philadelphia Trac-
tion Company.
D. W. Davis, of Dick, Church & Company, 519
Rookery, has resigned The Phoenix. Chicago business
is now conducted by J. W. Koch, who has been connected
with the business for the past six years.
The Storelectro carat Cleveland, Ohio, is said to have
run a distance of 2,100 miles, and to have carried 7,000
passengers. G. A. Ford, of the company, says that two
more cars will be put into commission shortly.
William Sharpe, formerly the Company of W. E.
Reid & Compan}', western representatives of the J. H.
McEwen Company, of Ridgeway, Pa., has succeeded to
the entire business of the western office, of which he will
hereafter be manager.
The Wm. C. Baker street car heater. New York, is
having a large and increasing sale to roads in all parts of
the country. Among recent purchasers are the Cedar
Rapids and Marion, the Johnstown street railway and t'ue
Norwalk street railway.
The Root improved water tube boiler's good reputa-
tion is constantly growing. The boiler is a very popular
one and the manufacturer, the Abendroth & Root
Manufacturing Company, 28 Cliff Street, New York
City, enjoys a large and steadily increasing business,
The Westinghouse Electric & Manufacturing
Company, has established a district office at Portland,
Oregon, which will have charge of the development of
their interests in Oregon, Washington and British
Columbia. R. L. Warner, recently connected with the
engineering corps of the company, in charge.
The 500 -horse -power cross compound conden-
sing engine, exhibited by the Ball Engine Company,
Erie, Pa., at the late World's Fair, has been sold by
them to the Maryland Lighting Company, Baltimore,
Md. This engine received the highest award. The
particular work of the engine at the Fair was the illum-
ination of the electrical fountains.
F. H. Lincoln has sold orders of his tower wagon,
made bj^ the Milburn Wagon Company, of Akron, O.,
to the following roads: Austin, Tex., Rapid Transit Com-
pany; four to the Philadelphia Traction Company'; New
Haven & Fair Haven Companj'; Madison, Wis. Street
Railway Company; Watertown, N. Y. Street Railway
Company, and others. They are highly appreciated.
The J. W. Fowler Car Company, of New York has
sold through sales agents George Whipp, snow sweepers
such as we illustrate this month, to the following roads:
eight to the Atlantic Avenue of Brooklyn, two to the
Brooklyn & Newtown, two to the Baltimore Traction
Company, one to Hartford's Horse Railway and two to
the New Market & South Orange Street Railway Com-
pany.
The Consolidated Car Heating Company, of
Albany, N. Y., was organized in 1889. It reports that
their sales have just passed the million dollar mark. The
total at the close of business, November 4, being
$1,003,598,89. The figures show perhaps more clearly
than any other statement, the progress which the com-
pany has made and the high esteem in which its appli-
ances are held by railroads throughout the United States
and Canada.
The busmess of the Railway Equipment Company,
Pullman building, Chidago, has largely increased during
the past few months. At this season of the year large
orders are being filled for the Brand's Patent Track
Brooms; the new rail bond spring bushing is also being
adopted by a great many roads. Other agencies, such as
the Garton lighting arrester, the A. Mertes gears and
pinions, and Holmes Booth & Hayden K K and magnet
wire, add largely to the business of the company. Rail-
way men seem to appreciate an exclusive railwaj' supply
business.
The Allen Electric & Supply Company, No. 232
Carter Street, Philadelphia, Pa., will handle the Graham
trucks for the states lying between the Hudson river on
the east and the Mississippi river on the west. The
increased orders taken for the truck recently, and the
great number of enquiries in the middle states, made it
necessary to have a competent agency' in this territory.
The truck will be made in Philadelphia, complete, and
prospective customers will thus have the advantage of
home consumption, and save besides the item of freight.
The Allen people will have a complete truck at their
office. No. 232 Carter Street. The Allen concern are
very enthusiastic over the possibilities of the truck, and
they say that all they have to do to make a sale is to have
a customer ride on their truck and then compare it to
other non-oscillating patents.
C. E. Long, the superintendent of the York, Pa.,
Street Railway Company, gave all the York " boys " a
winter cap. A warm, serviceable and appreciated present.
The Lehigh Valley Railroad has settled all its labor
difficulties and is running, as smoothly as usual, the most
elegant and comfortable of passenger trains between
New York City and Buffalo, with direct connections to
all points both East and West.
(^^liect J\ailM^ j\avic\V*
805
DAY'S SPRINKLER.
THE advantage of street sprinkling for cable and
electric railways has been previously noted by the
Review. Several devices are now in the market
looking towards the economical method of its accomplish-
ment.
One of these is the sprinkler invented and manufactured
by Josiah F. Day, of 63 Murra}^ street, New York City.
SIDE VIEW OF SPRINKLER.
The famous Miller-Knoblock Wagon Company's down-
ward spraj- sprinkler device is used in connection with
this sprinkler, and is said to be remarkably effective, as
regards power, close relation and economy.
END VIEW OF SPRINKLER.
Our illustrations show plainly the general appearance
of the Day sprinkler. It holds from 2,000 to 2,500 gal-
lons of water and spreads the spray from 8 to 25 feet. Its
principal claims for excellence are : ease of regulation,
spreading the same amount of water at fifteen miles an
hour as at four miles. When spreading 8 to 9 feet the
tank will be 50 to 60 minutes in emptying, laying the dust
completely. The spray is regulated while the car is in
motion, throwing the quantity of water needed when run-
ning fast or slow. It can also be used for street railway
sprinkling in crowded streets. The manufacturer will
furnish the car complete, or simply tanks and fixtures, as
desired by the purchaser, and any information will be
furnished on application.
HIDE AND SEEK — AN ECHO OF THE FAIR.
The conductor was a small man. He knew it. She
was a large, powerful woman and she was ignorant of
the fact.
"I want you to put me off at Jumpoph street," she
said.
He viewed the majestic figure a moment and replied
with emphasis as noted.
" Madam, I will stop the car and let you get off."
And the man on the back platform smiled.
New York has had to learn rapid transit. Not long
ago a middle-aged man, born and bred in New York,
jumped from an up-bound car and rushed carelessly
across the track, escaping a down car by the skin of his
teeth. Saved by mere chance he came to himself, on the
sidewalk, and said: " Of all- fools, I am chief." And
he was just as near right as he could be, except that
there are lots of others.
806
(^mcet J\aiWfi^ j^eViW*
CUTTER'S MOTOR SWITCH.
So many of our electric railways are now supplying
current to motors from their 500 volt circuits,
that there has been a growing demand for single
pole knife switches suitable for this special work. Most
of the motors being comparatively small, say of ten or
fifteen horse-power at the most, a twenty-five ampere
switch is ample for the purpose, but it must be able to
both carry and break this current without heating or arc-
ing at the contacts. These points seem to be met by the
new motor switch just put on the market by George
Cntter, of Chicago, which is the outcome of a series of
incandescent switches which he has been perfecting. As
the cut shows, this is of the same type as the 2 20- volt
switches, but has a longer and wider break, so as to
instantly rupture the spark at the contacts. The spring
connecting the yoke with the blade insures a quick snap
motion, and the contacts are all of ample size.
MAMMY'S ADVICE.
When de trolley car comes hummin'
Yoh, hyah me, chile; Locke out!
Er Santy Claus '11 hafter change
I^Iis Christmas callin' route. — -Wasiiington Star.
A SMART boy at Muncie, Indiana, made a toy motor
car to run in his papa's store-window. One day the car
jumped the track and the spark set fire to goods in the
window, making a fine blaze, and creating a wish in his
father's breast that his son was not quite so much of a
genius.
A TRAVELING HOSPITAL.
William Ann (on Broadway) — "That is what is com-
monly called a grip-car."
Uncle Treetop — "And air all them people inside
a-suffering with it ?" — Milwaukee News.
F. M. Zimmerman, superintendent of the electrical
plant of the Detroit Citizens' Railwayhas been presented
with a silver tea set.
The motorman on the ill fated Portland car that went
through the bridge into the Madison street draw has been
indicted for man-slaughter by the grand jury. The first
suit for damages of this accident is froin C. F. Albee and
the demand is for $10,000 for the death of the Albee
boy, aged 14.
There are sixty-four governments in the world grant-
ing patents; to secure a patent in them all would cost
$14,500.
The Sunrise Club, composed of gentlemen con-
nected with the Ansonia Electric Comyany, this city,
recently gave a complimentary dinner at the Union
League Club, in honor of F. S. Terry. Toastmaster
was Col. George Carter,
Clift Wise, the well known engineer, has opened
a pleasant office at 1401 Monadnock building, Chicago,
as western representative of the Complete Electric Con-
struction Company, of New York City. A specialty is
made of railway contracting and Mr Wise's many friends
welcome his return to Chicago.
A FEW FEATURES OF A CHICAGO STREET CAR.
(j2m€«tj\ailvva^j^^
807
PICTORIAL EVENTS OF THE MONTH.
THE first snow storm of the season was a November
surprise, and the isothermal line running;' through
Chicago was a Thanksgiving treat to the small
boy and the liver}- stable man and a cold wet blanket on
the hopes of the street railway superintendent. Up
through St. Paul and Minneapolis, and down east near the
sea shore and mountains snow was an earlier comer.
The electric snow plow and sweepers and the greater
prevalence of mechanical traction this winter, has lessened
the perils of snow storms considerably. The horses,
however, to use a British phrase, are " distressed."
Everywhere that the storm was taken in time there
was very little difficulty in keeping the lines open, but
when two or three inches of sticky, wet snow had already
made its bed on the track trouble was experienced.
Our artist has caught the effect of Mr. Suburban try-
ing to get down town on a horse line on November 30.
Number 2 is the To-So Coolie Railway Company of
Yien Ste-Stain, China, which is capitalized at two billion
cash. On this line the cars will be drawn by coolies who
previously have carried sedan chairs. Each car will
accommodate four passengers, and the rate of fare will be
10 cash (about i cent) a mile. . The projector is a Chinese
real estate man, who wishes to sell town lots in Manderin,
a suburban town. The franchise is already acquired.
Newark, N. J., Contocksin, Pa., and Boston, Mass.,
have amazonian protectors of the private right to make a
fuss. At these three places the street railway compan}'
had found it necessary to plant poles whereon to suspend
wires that the hum of the trolley might be heard in the
land. Now, in order not to attract too marked attention
from inquisitive people, who perhaps might think that the
whole street belonged to the man fortunate enough to
own an abutting town lot, the war}- pole planters seized
upon the evening time wherein to plant. But the female
Two magnificent monumental and artistic figments of
the imagination have become current in Europe and will
soon be repeated by our brethren of the lay press of this
country.
Nu.MBER I relates to the project of the Campagnie
Findlandaise des Bateaux Mouches for a railway on the
ice, on the river Neva, Russia. The line will be electric,
on the trolley system, but instead of wheels the cars will
travel on runners and be actuated by a wheel furnished
with sharp points to stick in the ice. The cars, or sleds,
will be very light, carry but few people and run at a high
rate of speed. Multiphase transmission from a long dis-
tance with the aid of transformers will be used. It is
expected that a large pleasure-seeking population will
patronize the novelty, and concessions for the sale of
" red hots," " whale blubber," train oil and other North-
ern delicacies are now being sold.
element here interposed, and in one case while pa went
for an injunction, ma took the shot-gun and guarded the
property rights: in another, the lady planted herself in
the hole prepared and there stuck until succor came; in
the third instance, the disposition of the guard over the
place and the menacing look on her face, short circuited
any attempts on the part of the construction party, and
the party of the first part was conqueror.
East Liverpool, Ohio, was the scene of a frightful
accident, November 30. A party of 13 were coming
home from Thanksgiving festivities, using the street rail-
way track and trestle one mile east of town as a thorough-
fare. A car coming down grade on the frosty track was
unable to be controlled in spite of the efforts of the motor
man, and dashed into the party. Three of the thirteen
were fatally injured and several others hurt. The trestle
was 25 feet high at the scene of the accident.
808
(^lJ{cd.lJ^aii*v!a\^5^ym/
During the late unpletisantness down in Brazil, the
insurgent vessels found it expedient to bombard the town
of Rio. Among the incidents attending this diversion
was the explosion of a bombshell over an innocent, peace-
ful and non-partisan street car of the bob tailed variet}'.
The expression of surprise on the mule's countenance can
be replaced only by the advent of electricity.
GERMAN IRON POLES.
There was once a car in Philadelphia upon which
age was beginning to tell. But it was a horse car,
and even the barn foreman didn't think it worth
while to trouble himself about it. Hence we have
this story to relate: The car was of the bob-tail
variety and the horse
was jogging comfort-
ably along while the
driver was collecting
fares. Suddenly the
car began to slow
down, then it stopped,
and the driver was
just ready to relieve
his mind by a little
profanity when he saw the horse jogging along
some hundred feet ahead with the dashboard and
tackle dragging at his heels. It made an awful
clatter, and the speed at which that usually apathetic
nag went down the street was, to use Geo. Francis
Train's words, a " mild surprise." Thepassengers got
off and pushed, to the great amusement of the spec-
tators who walked.
For some reason or other the Milwaukee avenue line
of the West Chicago Street Railroad Company had
more than its share of traffic the other day. With cus-
tomary enterprise and firm re-
solve to get the first car, Chica-
go's numerous residents on that
thoroughfare arranged them-
selves on the first cars until they
looked like bee-hives. Having
practice during the Fair, a num-
ber climbed on the roof, expect-
ing to escape paying fare. But Mr. Parsons' ready-
witted conductors were prepared for that trick, and as
the car approached a barn a ladder was secured and the
conductor's roof fares were all safely garnered.
THE accompanying engravings show samples of iron
electric railwa}' poles, as built by W. Fitzner, of
Laurahutte, Germany, and which many of our
readers will recall as exhibited in the mining building at
the World's Fair. These taper welded tubular poles are
.-iJJs.
Ai\\
•zlX.
not only highly ornamental but very strong and light.
They are made in all the common lengths. Large
numbers are in use on German railways.
E. F. Dewitt, of Lansingburg, N. Y., personally
superintended the work of placing his sand boxes on the
cars of the Broadway line. New York, where they were
adopted after a most thorough and exacting test, which
sustained all the claims of excellence made by the manu-
facturer.
The war department has announced that your Uncle
Sam has no objections to the Metropolitan L bridge across
the river at Van Buren street, Chicago.
Kansas City's L and the West Side Company have
decided to erect a handsome depot for the accommoda-
tion of its patrons. The depot will be two stories high.
"It will be built immediately," says Superintendent Clark.
A Cincinnati horse nearly wrecked an electric car
not long ago by getting its bit tangled up in the trolley
cord and pulling off the trolley from the wire. The car
was at a stand still on an up grade, so that when the
brakes were loosened the car ran rapidly backwards until
the brake could be again applied,
The Globe Street Railway Company, of Fall River,
Mass., divided $420 among the fourteen most efficient
employes. Several special prizes for bravery and care
were given.
Oil City, Pa., celebrated the opening of its street
railway system on Thanksgiving day. Superintendent
C. W. Atmore, President J. B. Smithson and a distin-
guished party made the first trip.
It is said that J. W. Goss and Engineer Riblet, of
Spokane, Wash., are promoters of a Japanese electric
railway, at least the gentlemen are in Japan and both have
railway men. It is said that Rev. V. M. Law, a medical
missionary of Tokio, has secured a franchise. The
travelers will return about January i.
/
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CARNEGIE LIBRARY OF PITTSBURGH
3 1812 04298 4717
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